Side-by-side vehicle

ABSTRACT

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces.

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 61/712,396 filed Oct. 11, 2012, the subject matter of which isincorporated herein by reference.

FIELD OF THE DISCLOSURE

The present invention relates to side-by-side all terrain vehicles.

BACKGROUND

Generally, all terrain vehicles (“ATVs”) and utility vehicles (“UVs”)are used to carry one or two passengers and a small amount of cargo overa variety of terrains. Due to increasing recreational interest in ATVs,specialty ATVs, such as those used for trail riding, racing, and cargohauling have entered the market place. Most ATVs include seating for upto two passengers which are either seated side-by-side or with thepassenger positioned behind the driver of the ATV. Side-by-side ATVs, inwhich the driver and passenger are seated beside each other on laterallyspaced apart seats, have become popular because of the ability to allowthe passenger to share the driver's viewpoint.

SUMMARY

A utility vehicle, comprising a plurality of ground-engaging members; aframe supported by the ground-engaging members; a drivetrain supportedby the frame; an operator's area defined by side by side seats andoperator controls; a cab frame covering the operators area and definedby at least first and second front support portions, at least first andsecond rear support portions, and longitudinally extending sectionscoupling the front and rear support portions; and the operator's areahaving a driver seat having a driver restraint harness and a passengerseat having a passenger restraint harness, the driver seat and thepassenger seat being in a side-by-side arrangement, the cab frame beingconfigured to support a driver restraint harness for the driver seat anda passenger restraint harness for the passenger seat, the driver andpassenger restraint harnesses comprising a shoulder retractor coupled tothe cab frame rearward of the respective driver and passenger seats.

According to an illustrative embodiment of the present disclosure, autility comprises a plurality of ground-engaging members; a framesupported by the ground-engaging members; a drivetrain supported by theframe; and an operator area having a seating portion supported by theframe. The seating portion includes a driver seat having a driverrestraint harness and a passenger seat having a passenger restraintharness. The driver seat and the passenger seat are in a side-by-sidearrangement. The frame is configured to support a driver restraintharness for the driver seat and a passenger restraint harness for thepassenger seat. The driver restraint harness is coupled to one of thedriver seat and the frame in at least one of a first coupling location,a second coupling location, a third coupling location, a fourth couplinglocation, a fifth coupling location, and a sixth coupling location, andthe passenger restraint harness is coupled to one of the passenger seatand the frame in at least one of a first coupling location, a secondcoupling location, a third coupling location, a fourth couplinglocation, a fifth coupling location, and a sixth coupling location.

In another embodiment, a utility vehicle comprises a frame; groundengaging members supporting the frame; an operator's compartment; apowertrain for driving the ground engaging members; and a rearsuspension comprising a trailing arm, the trailing arm being generallyhorizontally disposed.

In another embodiment, a seat for a utility vehicle comprises a seatbottom including a first portion, a second portion, and a third portion;first portion intermediate second and third portions and has a generallyflat orientation for supporting a driver; second and third portions areangled outwardly and upwardly relative to first portion in order toretain the operator and passenger on seat bottoms during operation ofthe vehicle; the first, second and third portions having an inner layersurrounded by a waterproof outer cover; and an outer coveringsurrounding the outer cover.

In another embodiment, a coupling assembly comprises a washer; adeformable shank having a head, a body portion and deformable wings; andfasteners.

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a front left perspective view of the vehicle of the presentdisclosure;

FIG. 2 shows a rear right perspective view of the vehicle of FIG. 1;

FIG. 3 shows a left side view of the vehicle of FIG. 1;

FIG. 4 shows a right side view of the vehicle of FIG. 1

FIG. 5 shows a top view of the vehicle of FIG. 1;

FIG. 6 shows a bottom view of the vehicle of FIG. 1;

FIG. 7 shows a front view of the vehicle of FIG. 1;

FIG. 8 shows a rear view of the vehicle of FIG. 1;

FIG. 9 shows a front left perspective view of the vehicle frame;

FIG. 10 shows a rear right perspective view of the vehicle frame;

FIG. 11 shows a top view of the vehicle frame;

FIG. 12 is a view similar to that of FIG. 9 showing the cab frameremoved;

FIG. 13 is a rear right perspective view of the vehicle frame of FIG.12;

FIG. 14 is a left front perspective view of the vehicle frame of FIG. 12in an exploded manner;

FIG. 14A shows an enlarged fragmented view of a portion of the vehicleframe of FIG. 14;

FIG. 15 is a rear right perspective view of the vehicle frame of FIG.14;

FIG. 16 shows a front left perspective view of a first portion of thevehicle frame of FIG. 12;

FIG. 16A shows an enlarged fragmented view of a portion of the vehicleframe of FIG. 16;

FIG. 17 is a rear right perspective view of the frame portion of FIG.16;

FIG. 18 shows a left front perspective view of the vehicle frame rearportion;

FIG. 19 shows a right rear perspective view of the vehicle frame portionof FIG. 18;

FIG. 20 shows an underside perspective view of the rear frame portionshowing the rear suspension mount;

FIG. 21 shows a front left perspective view of the front and rearportions of the vehicle frame being coupled together;

FIG. 22 shows the frame portions of FIG. 20 coupled together, and anauxiliary side frame;

FIG. 23 shows a perspective view of the couplers that retain the sideframe of FIG. 22 in position;

FIG. 24 is a cross-sectional view through lines 24-24 of FIG. 21, withthe retainers in a pre-locked position;

FIG. 25 shows the cross-sectional view of FIG. 24 with the retainers inthe locked position;

FIG. 26 shows a front left perspective of the cab frame;

FIG. 27 shows a rear right perspective view of the cab frame;

FIG. 28 shows a view similar to that of FIG. 26 showing the cab framecomponents in an exploded manner;

FIG. 29 shows a rear left perspective view of the vehicle rearsuspension;

FIG. 30 shows a rear underside perspective view of the rear suspensionshown in FIG. 29;

FIG. 31 shows the rear suspension of FIG. 29 exploded from the rearframe portion.

FIG. 32 shows the rear suspension in an exploded manner;

FIG. 33 shows a side view of the rear suspension;

FIG. 34 shows a front left perspective view of the power train asinstalled in the frame;

FIG. 35 shows a view similar to that of FIG. 34 including the air intakesystem;

FIG. 36 is a top view of the engine intake and exhaust systems;

FIG. 37 is a perspective of the air intake system;

FIG. 38 is an exploded view of the air filter of the air intake systemof FIG. 37;

FIG. 39 shows the air inlet for the CVT air intake system of FIG. 35;

FIG. 39A shows an alternate air inlet for the CVT air intake system ofFIG. 35;

FIG. 40 shows a perspective view similar to that of FIG. 34 andincluding the exhaust system;

FIG. 41 shows a perspective view of the exhaust system;

FIG. 42 shows a rear perspective view of the exhaust system;

FIG. 43 shows an exploded and perspective view of the engine exhaustsystem;

FIG. 44 shows a rear perspective view of the frame and power train andincluding the engine cooling system;

FIG. 44A is an enlarged view of a retaining clip for the water coolinghoses;

FIG. 44B shows a perspective view of the retaining clip of FIG. 44A inan exploded manner;

FIG. 45 shows a front view of the vehicle grill;

FIG. 46 shows a rear perspective view of the grill of FIG. 45 andincluding the radiator and shroud;

FIG. 47 shows an exploded view of the assembly shown in FIG. 46;

FIG. 48 shows a front view of the radiator and shroud;

FIG. 49 is a front perspective view of the front suspension;

FIG. 49A is a view similar to that of FIG. 49 showing the components ofthe front suspension exploded;

FIG. 49B is a front left perspective view of a front suspension similarto that described in FIG. 49, having a torsion bar;

FIG. 50 is a front view of the vehicle frame and front suspension;

FIG. 51 is a rear left perspective view of the front left suspension;

FIG. 52 shows a front perspective view of the upper alignment arm of thefront suspension;

FIG. 53 shows a rear perspective view of the upper alignment arm of thefront suspension;

FIG. 54 shows a top view of the braking system;

FIG. 55 is front elevational view of a seating area having a driver seatand a passenger seat of the vehicle of the present invention;

FIG. 56 is a top elevational view of a seat bottom of the driver seat ofFIG. 55;

FIG. 57 is a cross-sectional view of the seat bottom of FIG. 56;

FIG. 58 is a rear perspective view of the driver seat of FIG. 55,including a seat frame and a seat base member;

FIG. 59 is a rear exploded view of the driver seat and seat frame ofFIG. 58;

FIG. 60 is a front exploded view of the driver and passenger seats andbase members of FIG. 58, and a seat mounting bracket of the frame;

FIG. 61 is a front exploded view of the driver seat, passenger seat, andseat mounting bracket of FIG. 60, including an alternative embodiment ofthe base members;

FIG. 61A is a rear perspective view of a bottom side of the base memberof FIG. 61;

FIG. 61B is a rear perspective view of the top side of the base memberof FIG. 61, showing the travel of a plate of the base member relative tothe frame of the base member;

FIG. 61C is a cross-sectional view of the seat frame and the base memberof FIG. 61;

FIG. 62 is a front exploded view of the driver and passenger seats andseat mounting bracket of FIG. 61, including an alternative embodiment ofthe base member;

FIG. 62A is a cross-sectional view of the seat frame and the base memberof FIG. 62;

FIG. 63 is a front elevational view of the seating area, showing thedriver seat and the passenger seat having seat belts;

FIG. 64 is a front elevational view of the seating area of FIG. 63,showing the driver seat and the passenger seat with an alternativeembodiment of the seat belts;

FIG. 65 is a front elevational view of the seating area of FIG. 64,showing the driver seat and the passenger seat with a furtheralternative embodiment of the seat belts;

FIG. 66 is a front elevational view of the seating area of FIG. 65,showing the driver seat and the passenger seat with another alternativeembodiment of the seat belts;

FIG. 67 is a side perspective view of a door assembly of the vehicle ofthe present invention;

FIG. 68 is an exploded view of the door assembly of FIG. 67;

FIG. 69 is an exploded view of a frame, a hinge assembly, and a latchassembly of the door assembly of FIG. 68;

FIG. 70 is an exploded view of an alternative embodiment of the doorassembly of FIG. 67;

FIG. 71 is a side perspective view of an alternative embodiment of thedoor assembly of FIGS. 67 and 70;

FIG. 72 is a top elevational view of the door assembly;

FIG. 73 is a cross-sectional view of a frame tube of a cab frame sectionof the vehicle of the present invention;

FIG. 74 is a rear perspective view of a passenger grab bar;

FIG. 75 is an exploded view of the passenger grab bar of FIG. 74;

FIG. 76 is a cross-section view of the passenger grab bar of FIG. 74;

FIG. 77 is a rear perspective view of the operator area of the vehicleof the present invention, including a steering wheel assembly, thepassenger grab bar of FIG. 74, and operator controls;

FIG. 78 is a side view of the steering wheel assembly of FIG. 77;

FIG. 79 is a rear perspective view of an accelerator pedal assembly ofthe vehicle of the present invention;

FIG. 80 is a side view of the accelerator pedal assembly of FIG. 79;

FIG. 81 is a rear perspective view of the operator area of FIG. 77;

FIG. 82 is an exploded view of a floor drain within the operator area ofFIG. 77;

FIG. 83 is a side view of a shifter boot of the operator controls ofFIG. 77;

FIG. 84 is a rear perspective view of a light and a storage compartmentwithin the operator area of FIG. 77;

FIG. 85 is a schematic view of an electrical system of the vehicle ofthe present disclosure;

FIG. 86 is a front perspective view of a winch assembly positioned atthe front end of the vehicle of the present invention;

FIG. 87 is an exploded view of the winch assembly of FIG. 86

FIG. 88 is a side view of the winch assembly of FIG. 86;

FIG. 89 is rear perspective view of body panels coupled to the frame ofthe vehicle of the present invention with connectors;

FIG. 90 is an exploded view of the connectors and body panels of FIG.89;

FIG. 91A is a perspective view of a connector of FIG. 90;

FIG. 91B is a further perspective view of the connector of FIG. 91A; and

FIG. 91C is a top view of the connector of FIG. 91A.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. Forexample, while the following description refers primarily to UVs,certain features described herein may be applied to other applicationssuch as ATVs, snowmobiles, motorcycles, mopeds, etc.

With reference first to FIGS. 1-6, the vehicle of the present disclosurewill be described. The vehicle is shown generally at 10 and is commonlyreferred to as an all terrain vehicle (ATV), a side-by-side vehicle(S×S) or a utility vehicle. As shown, vehicle 10 generally comprises aframe 12 (FIG. 2) supported by ground engaging members 14 and 16. Asshown in this disclosure, ground engaging members 14 and 16 arecomprised of wheels 18 and tires 20; and wheels 22 and tires 24. Vehicle10 further comprises a drive train 30 (FIG. 3) operatively connected toframe 12 and drivingly connected to one or more of the ground engagingmembers 14, 16. In the present disclosure, the drivetrain 30 iscomprised of a fuel-burning engine and transmission combination,together with a driveshaft extending between the drivetrain and both ofthe front and rear ground engaging members 14, 16, as described ingreater detail herein. However, any drivetrain could be contemplatedsuch as hybrid, fuel cell or electric. The drivetrain 30, the front andrear suspension assemblies, and steering assemblies are more thoroughlydescribed in our pending application Ser. No. 11/494,891 filed Jul. 28,2006 and Ser. No. 11/494,890 filed Jul. 28, 2006, the subject matter ofwhich is incorporated herein by reference.

As shown in FIGS. 1-4, vehicle 10 further includes a body portion orchassis shown generally at 40 to include a hood 42, front fender 44,dash 46, sideboard 48, front floorboard 50, rear sideboard 52 and rearcargo area 56. As also shown, vehicle 10 is comprised of seating area60, having a driver seat 62 and a passenger seat 64. As shown best inFIG. 3, driver seat includes a seat back 62 a and a seat bottom 62 b,while passenger seat 64 (FIG. 4) includes a seat back 64 a and a seatbottom 64 b. Furthermore, vehicle 10 includes operator controls showngenerally at 68, which includes controls for steering, acceleration andbraking, as described further herein. Vehicle 10 also includes a frontsuspension 70 and a rear suspension 72.

With respect now to FIGS. 9-28, frame 12 will be described in greaterdetail. Frame 12 is generally comprised of a main frame section 80,front frame section 82, and cab frame section 84, where the sections areinterconnected by way of couplers 86, 87, 88, 90 and 92. In addition toproviding the structural rigidity for the vehicle, frame 12 providesmounting accessories for mounting various vehicle components. Withreference now to FIGS. 9-18, front section 82 includes a frontsuspension mount 100, steering mount 104 (FIG. 13), controls mount 108(FIG. 10), and front differential mount 110 (FIG. 9). Rear section 80includes engine mount 120 (FIG. 10), rear differential mount 122, rearsuspension mount 124, and seating mount 126. In general it should benoted that frame 12 is comprised of substantially round tubes whichincreases the strength of the frame and decreases the weight.

With reference now to FIGS. 9-11, frame 12 will be described in greaterdetail. As shown best in FIG. 11, frame 12 includes longitudinallyextending frame tubes 150 having a lengthwise portion 150 a and rearangled portions 150 b and front angled portions 150 c. Frame tubes 150couple with frame tubes 152 via couplers 87. Main frame section 80further includes outer frame rails 154 (FIG. 9) having longitudinalsection 154 a and upright portion 154 b. The frame further includesframe tube portions 156 (FIG. 9) including portions 156 a, uprightportions 156 b, and inclined portions 156 c. Frame tubes 152 and 156 arecoupled together by way of frame tubes 158. Frame tubes 154 and 156 arecoupled together by way of couplers 86 as described herein. Frame 12also includes side frame tubes 160 having longitudinal sections 160 aand upwardly inclined portions 160 b, which intersect and connect withupright portions 154B of outer frame tubes 154. Frame 12 also includesframe tube 162, which couples with upright portion 156 b of frame tube156 and which is coupled to frame tube portion 160A by way of couplers88 (FIG. 9). Side tube 164 is coupled to coupler 90 at a top end thereofand to frame tube 160 at a lower end. side tube 164 includes hingecomponents 164 a and 164 b as further described herein.

With reference now to FIGS. 14-16, front frame portion 82 will bedescribed in greater detail. As shown best in FIG. 16, frame tubes 156extend upwardly to connect with U-shaped frame tube 170 where U-shapedportion 170 includes a center section 170 a, inclined sections 170 b,and upwardly and rearwardly extending section 170 c. As shown best inFIG. 14, frame tube 176 extends upwardly from frame tube 162 to connectwith frame tube portion 170 c. Mounting brackets 180 having mountingapertures 180 a are coupled to and connect frame tubes 156, 176, andassist in the mounting of upper front frame section 190, as describedherein. With reference to FIG. 16, front frame portion 82 furtherincludes front frame tubes 200 having tube portions 200 a coupled toframe tube portions 170 b of frame tube 170; tube portions 200 b, anddownwardly and inwardly angled tube portions 200 c, which couple with afront end of frame tubes 152. Frame tubes 202 also extend upwardly fromframe tubes 152 and couple with frame tubes 170 at tube portions 170 a.Furthermore, channel portions 204 extend upwardly and rearwardlycoupling frame tubes 152 with frame tubes 202.

With reference now to FIG. 16A, front suspension mount 100 will bedescribed in greater detail. As shown in FIG. 16A, channel portions 210and 212 straddle frame tubes 152 defining sidewalls 210 a and 212 a,each having mounting apertures 210 b and 212 b for mounting a lowercontrol arm of the front suspension as described herein. As also shownin FIG. 16A, channel portion 220 straddles frame tubes 202 and defines afront face at 220 a having a mounting aperture at 220 b. Channels 222extend between channel 220 and channel 204 and retain a plate portion224 defining an aperture at 224 a. Bracket 230 straddles frame tubeportions 200 c and defines a tab portion 230 a extending beyond frametube 200 c having an aperture at 230 b. Bracket 230 also defines anupper horizontal wall at 230 c defining apertures at 230 d as describedherein. Bracket 240 straddles frame tube portions 200C on a front sidethereof and defines plate portions 240 a extending beyond frame tubeportions 200 c and defines apertures at 240 b. It should be appreciatedthen that apertures 220 b, 224 a; and 230 b, 240 b define a mountinglocation for an upper control arm of the front suspension as describedherein.

Bracket 240 also includes upper flanges 240 c having mounting apertures240 d as described herein. With reference still to FIG. 16A, upperchannel 250 flanks tube portion 170 a of frame tube 170 definingparallel plate portions 250 a having mounting apertures 250 b formounting a top end of a shock absorber of front suspension 70 asdescribed herein. Channel portion 250 also defines an upper wall 250 chaving mounting apertures 250 d as described herein. As shown best inFIGS. 16a and 17, control mount 260 is shown. Control mount 260 has afront wall 260 a coupled to frame tube 202 having fasteners 260 b (FIG.17) surrounding an opening 260 c. Bracket 260 d extends rearwardly fromfront wall 260 a including mounting apertures 260 e.

Front frame portion 82 includes further additional brackets such as 270(FIG. 14), 280 (FIG. 16A), 282 (FIG. 16A) and 284 having mountingapertures 284 a (FIG. 16A). Lower plate 290 (FIG. 16A) is coupled to alower portion of frame tubes 152 and includes a mounting aperture 290 a.Channel 292 also couples frame tube portions 152 and includes a mountingaperture at 292 a.

With reference again to FIGS. 14 and 17, upper frame portion 190includes a transverse tube 300; transverse channel 302 where tube 302and channel 302 are coupled by way of cross tube 304 and steering mount306. Steering mount 306 includes a plurality of mounting apertures at306 a. Mounting tubes 308 extend downwardly from tube 300 and includemounting brackets at 310 and have mounting apertures at 310 a. It shouldbe appreciated that channel 302 overlies brackets 270 and that brackets310 overlie brackets 180 (FIG. 17) with fasteners 312 positioned throughapertures 310 a, 180 a. Brackets 320 (FIG. 17) extend rearwardly fromtubes 308 and include a flange 322 having fasteners 324 and a mountingtab 326 having a mounting aperture at 326A. Front frame portion 82further includes mounting tabs 330 and 332.

With reference now to FIGS. 14-15 and 18-20, rear frame portion 80 willbe further described. As shown in FIG. 18, rear frame portion 80 furtherincludes a truss portion 350 positioned between tube portions 154 a and160 a. Truss portions 352 extend between frame tubes 150 and 154, andtrusses 354, 356 (FIG. 14) extend between frame tubes 150. A cross tube358 extends between frame tube 150 and frame tubes 154. With respect nowto FIG. 14a , mount portions 360 are coupled to frame tube 160 providinga mounting aperture at 360 a and mounting bracket 362 is providedcoupled to frame tubes 152 providing a mounting aperture at 362 a.

As shown in FIG. 18, rear frame portion 80 further includes frame tubes370 coupled to frame tubes 150 at a lower end thereof and to a crosstube 372 at an upper end thereof. Cross tube 372 also couples betweenupper portions 154 b of frame tubes 154. Cross tube 374 extends betweenframe tubes 370 providing mounting apertures 374 a and 374 b. Rear frametubes 380 extend from cross bar 372 rearwardly and relativelyhorizontally through frame tube portions 380 a and are then bentdownwardly and inwardly at tube portions 380B to couple with rearportions 150 b of frame tubes 150. Rear channel 390 and rear plate 392(FIG. 14) extend between frame tube portions 380 b of frame tubes 380.

As shown in FIG. 18, rear differential mount 122 is defined by plate 392for mounting rear differential of the power train as described herein.As shown best in FIGS. 14a and 18, engine mounting brackets 402 areprovided coupled to frame tubes 150 having mounting apertures at 402 a.As shown in FIG. 19, an upper shock mount 410 is defined as a gusset atthe intersection of frame tubes 380 and 370 defining a mounting aperture410 a for a shock absorber as described herein. As shown in FIG. 20,rear suspension mount 124 is defined by channel 412 coupled betweencross tube 358, having mounting apertures at 414.

In a like manner, brackets 416 (FIG. 19) are provided at an upper sideof frame tube 380A and defining mounting apertures at 416 a for mountingof cab frame 84 as described herein. With reference again to FIG. 14,rear frame portion 80 includes seating mount 126, mounting strap 430 forutility box 56, muffler bracket 432 and skid plate 434. With referencestill to FIG. 14, seating bracket 126 includes a front channel at 440including mounting apertures at 440 a. Bracket 126 further includes arear frame tube at 442 having seat mounting pins at 444. Front channel440 also includes seat mounting hooks at 440 b. A control mountingbracket 450 is positioned laterally intermediate mounting portions 440 bas further described herein.

As shown best in FIGS. 18 and 19, seat mounting bracket 126 is showncoupled to rear frame portion 80 with channel 440 positioned overmounting brackets 360 (FIG. 14a ) and with a fastener 460 positionedthrough apertures 440 a into apertures 360A (FIG. 14a ). In a likemanner, rear tube 442 sits atop brackets 362 with fasteners 462positioned through apertures 442 a (FIG. 14) and into apertures 362 a(FIG. 14a ).

Strap 430 includes mounting arms 470 (FIG. 14) having mounting aperturesat 470 a and a lower support member at 472. Strap 430 is shown in themounted position in FIGS. 18 and 19 with fasteners 474, coupling strap430 to upper arms 380. Muffler mount 432 is also shown in FIG. 19 in acoupled position to rear frame tube portions 380 b and has a cross tube432 a having mounting apertures at 432 b.

As shown in FIG. 18, rear frame portion 80 further includes variousother mounting brackets, namely, front mounting brackets 490 coupled toframe tube portions 150 a, brackets 492 coupled to frame tube portions155 b, brackets 494 coupled to frame tube 160, and mounting brackets 496are coupled to frame tubes 370.

As previously mentioned, frame portions 80 and 82 are coupled togetherby way of couplers 86, 87, and 88, and this is shown in exploded fashionin FIG. 21. Couplers 87 include an inline coupler 87 a and an angledcoupler 87 b. The couplers 87 b include an angled shank portion 500having a front face at 502 having protrusions 504, recesses 506, andapertures at 508. In a like manner, coupler 87 a includes a face 512,projection 514, recess 516, and aperture 518. It should be appreciatedthat the couplers 57 a and 57 b couple together with the two faces 502,512 in a planar manner with projections 504 received in recesses 516 andwith projections 514 received in recesses 506. This allows fasteners 520and 522 to couple together frame tubes 150 and 152.

Frame tubes 154 and 156 are coupled together in a like manner by way ofcouplers 86. Couplers 86 are identical having a front face 522,projection 524, recess 526, and aperture 528. It should be appreciatedthat the couplers 86 are positioned with their respective faces 522 in aplanar manner with respective projections 524 received in respectiverecesses 526 of the opposite coupler 86. Thus fasteners 530, 532 fastenthe couplers 86 together coupling frame tubes 154 and 156.

Finally, frame tubes 160 and 162 are coupled together by way of theirrespective couplers 88. Couplers 88 are also identical having a frontface 532, projection 534, recess 536 and aperture 238. Couplers 88 arepositioned with their respective faces 532 in a planar manner withrespective projection 534 received in a respective recess 536. Fastener540 is receivable through apertures 538 to receive fasteners 542 andfasten couplers 88 together thereby coupling frame tubes 160, 162together.

With reference now to FIGS. 22-25, an optional outer guard 562 isdescribed which may be coupled to a side of frame 12, and namely toframe tubes 154, 156. Guard 560 includes a longitudinal tube portion 562and a rearward tube 564. Guard 560 includes frame tube couplers 566 a,566 b, and 566 c. Apertures 568 a, 568 b, and 568 c align with aninternal cylindrical volume of each of the coupling tubes 566 a, 566 b,and 566 c, respectively. A coupling assembly 570 (FIG. 23) includes acontoured washer 572, a deformable shank 574, and fasteners 576, 578.Contoured washer 572 has an outer diameter at 572 a having an arcuatelycurved face at 572 b providing extreme most points at 572 c in order tolie flushly against the outer cylindrical surface of frame tubes 154,156. Contoured washer 572 further includes a front face at 572 dopposing curved surface 572 b and includes an inner diameter at 572 ehaving flat portions at 572 f and a shoulder at 572 g. An internaldiameter is provided at 572 j.

Deformable shank 574 includes a head at 574 a having an internaldiameter 574 b interrupted by flat portions 574 c and an outer diameterportion 574 d interrupted by flat portions 574 e. Deformable wings 574 fextend from a body portion 574 g.

Fastener 576 includes a bolt head 576 a having a shoulder portion 576 bhaving an inner face at 576 c and a threaded portion at 576 d. Fastener578 has a cylindrical body at 578 a having flats at 578 b, and internalthreads at 578 c. A head 578 d defines a camming surface at 578 e (FIG.24).

As shown best in FIG. 24, tube coupler 566 b is attached to contouredwasher 572 by way of an end of tube 566 b fitting within undercutportion 572 k on washer 572. The coupling assembly 570 may bepreassembled such that the deformable shank 574 is positioned withincontoured washer with the head 574 a abutting the shoulder 572 g andwith diameters 574 d and 572 e and flats 574 e, 572 f in complementaryrelationship. This positions the deformable wings 574 beyond thecontoured washer 572 and allows fasteners 576 and 578 to be threadablyreceived on opposite sides of the deformable shank 574 (FIG. 24). Thusthe tube 566 b and the coupler assembly 570 may be positioned through anaperture 580 (FIG. 24) of frame tube 150 with flange 566 in abuttingrelationship with frame tube 150.

Fastener 576 is thereafter tightened down which draws the two fasteners576 and 578 together. A tool such as a wrench is not required on theinside of frame tube 150 due to the corresponding flats 578 b, 574 c and574 e and 572 f together with the contour of the arcuate surface 572 bof contoured washer 572. Thus the camming surface 578 is drawn into thedeformable wings 574 as shown in FIG. 25 deforming the wings outwardlyand pinching the wings to aperture 580 locking the entire assembly toframe tubes 150.

With reference to FIGS. 26-28, cab frame 84 will be described in greaterdetail. With reference first to FIGS. 26 and 27, cab frame 84 includes afront portion 600, rear portion 602, and rear supports 606. As shownbest in FIG. 28, front portion 600 includes first and second frameportions 610, 612 coupled together by way of a cross bar 614. Frameportions 610 and 612 each include tube portions 610 a, 612 a, whichwould extend forward of the operator and be coupled to the frame. Frameportion 610 and 612 further include longitudinally extending sections610 b and 612 b, which extend rearwardly and over the operator's head.Corresponding brackets 616 on frame portion 610, 612 and correspondingbrackets 618 on cross tube 614 allows coupling together to define thefront frame portion 600. Frame tube portion 610 further includes rearbrackets 620 for coupling tube rear frame portion 602.

Rear frame portion 602 includes a U-shaped tube 622 defined by alaterally extending tube portion 622 a and downwardly extending tubeportions 622 b having ends at 622 c. Radiused portions 622 d extendbetween 622 b and 622 c. The cross tube 624 couples tube ends 622 c andretains couplers 90 a thereto. Brackets 630 face forwardly to couplewith bracket 620. Rear brackets 632 face rearwardly to couple with rearsupport arms 606.

Rear support arms 606 include rearwardly and downwardly extendingsections 606 a having couplers 94 at the lowest most end and tubeportions 606 b having brackets 640 facing forwardly, and profiled tocouple with brackets 632. As assembled, and as best shown in FIG. 11,tube portions 610 b, 612 b angle inwardly along lines 644 as theyproject rearwardly. This provides an offset with the overhead portion ofthe cab frame 84 allowing better ingress/egress.

With reference now to FIGS. 29-32, rear suspension 72 will be describedin greater detail. Rear suspension 72 is a trailing arm type suspensiongenerally comprised of rear trailing arms 650, radius arms 652 a, 652 b,torsion bar or sway bar 654, and shock absorbers 656. Trailing arms 650couple to spindles 658, which in turn hold wheel hubs 660 and brakediscs 662. With reference now to FIG. 32, the details of the trailingarm suspension components will be described in greater detail. As shown,trailing arms 650 includes a generally longitudinally extending channelportion 670 having a link arm 672 at a front end thereof including afront coupling 674. Trailing arm 650 further includes a rear bracket 680defining a mounting face at 682 having mounting apertures 684. As shown,face 682 defines an opened ended aperture at 686 as described herein.Trailing arm 650 further includes a first bracket 690 having mountingapertures 692, and a second bracket 694 having mounting apertures 696.

Alignment arms 652 include outer couplings 700 and inner couplings 702.Connector plate 704 includes apertures 706 in alignment with innercouplings 702 of lower radius arms 652 a and upper apertures 708 inalignment with couplers 702 of upper radius arms 652 b. With referencestill to FIG. 32, spindle 658 includes flange 710 having mountingapertures at 710 a profiled to align with apertures 684 for mountingthereof. Spindle 658 also includes threaded apertures 710 b extendingrearwardly and profiled to couple with outer couplings 700 of alignmentarms 652. Spindle 710 also includes a central opening at 710 c, which isprofiled to receive a stub shaft or half shaft (not shown) in order todrive hub 660. Due to the open aperture 686, the stub shafts may beremoved without the removal of the trailing arms 650.

With respect to FIG. 32, torsion bar 654 includes a laterally extendingshaft portion 720 and longitudinally extending arm portions 722 havingmounting apertures at 724. Link arm 730 includes an upper coupler 732for coupling at aperture 724 and a lower coupler 734 for coupling tobracket 690. Clamps 740 are provided together with bearings 742 to clamptorsion bar to the frame as described herein. Shock absorbers 656include a shock absorber portion 750 with an over spring 752. As shown,shock absorber portion 750 is a gas assist shock having a gas canisterat 754. In the embodiment shown, rear shocks 656 are Walker Evans partnumber 7043983. Shock absorber 750 has a lower coupling at 760 formounting to bracket 694 and an upper coupler 762 for mounting to frame12 as described herein.

As shown in FIG. 30, trailing arms 650 are coupled to frame 12 by way offasteners 770 extending through channel member 412 (through apertures414, FIG. 20) and through coupling 674 (FIG. 32) of trailing arm 650.This allows trailing arms 650 to pivot upwardly and downwardly about apivot axis which is transverse to a longitudinal direction of thevehicle. Trailing arms 650 are coupled to each other by way of thetorsion bar 654 as clamps 740 retain the torsion bar to frame bracket494 and links 730 are coupled between each torsion bar 650. Radius arms652 maintain trailing arms 650 in a laterally fixed manner by way ofconnection to the spindles and to frame plate 392 by way of fasteners772 through connector plate 704. Shock absorbers 656 are fixed at anupper end to bracket 410 by way of fasteners 774 and are fixed at alower end to trailing arm 650 by way of fasteners 776 connected tobracket 694. Canisters 754 are coupled to cab frame tubes 606 a.

As shown in FIG. 33, trailing arms 650 are shown in an unsprung, steadystate position where trailing arm 650 is substantially horizontal toaxis 780. This maximizes the ground clearance 782 between the ground andthe bottom of trailing arm 650.

With reference now to FIG. 33, a second embodiment of rear suspension isshown incorporating a second shock absorber 790. Thus trailing arm 650includes an additional bracket 792 and an alternate upper bracket 794 isprovided to accommodate the upper ends of both shocks 656 and 790.

With reference now to FIG. 34, frame 12 is shown having a power traininstalled therein. As shown, power train 800 is comprised of an engine802, transmission 804, which may include a continuously variabletransmission (CVT), and a rear differential 806. A rear drive 808 isprovided between transmission and rear differential 806. A front driveshaft 810 is provided between transmission 804 and front differential812. Engine 802 is mounted to frame 12 by way of an engine mount 814coupled to engine 802 and to frame 12 at brackets 402. Engine mount 814is similar in nature to that described in Applicants' patent applicationSer. No. 13/370,139, the subject matter of which is incorporated hereinby reference.

With reference now to FIG. 35, engine air intake system 820 is comprisedof an air filter 822, ducting 824, air filter 826, and air intake duct828. A CVT cooling duct is also provided at 830 drawing ambient air toCVT transmission 804 for cooling purposes. Air intake system 820 and CVTcooling 830 is similar in nature to that described in Applicants Ser.No. 12/849,480, the subject matter of which is incorporated herein byreference.

With reference now to FIG. 36, air intake system 820 is shown in planview connected to engine 802. As shown, air manifold 822 is connected tothrottle bodies 840, which in turn are directly connected to engine 802.Air filter 826 includes mounting tabs 846 having apertures at 846 a forcoupling with apertures 374 a (FIG. 18) of cross tube 374 for mountingpurposes.

As shown in FIGS. 37 and 38, air filter 826 includes a fixed housing 850and a removable lid 852, the lid being fixed in place by binding clips854. As shown in FIG. 38, air filter 826 includes an air filter canister860 having an inlet end 862 and an outlet end 864. Outlet end 864couples with duct coupling 866 and intake end couples with intakeaperture 868. Filter canister is positioned in housing 850 and isaligned by way of stand-offs 870, 872. The air inlet for the CVT coolingair is shown at 880 in FIG. 39, where inlet 880 draws air from anoutside of utility box. Alternatively, the air inlet may include a rearair inlet 880′ which draws air from inside the utility box. The airinlet for the engine air intake is shown at 882 in FIG. 4.

The engine exhaust is shown generally at 900 in FIGS. 36 and 40. Theengine exhaust 900 includes an exhaust manifold 902 having a casting 904with flanges 906, 908 coupled to the exhaust ports of the engine 802.Exhaust system 900 further includes a rearwardly extending section 910and muffler 912. As shown best in FIG. 43, manifold portion 902 includesexhaust tube portions 920 and 922, as well as, upper heat shield 924 andlower heat shield 926. As shown, exhaust tube portion 920 is coupled toexhaust port 908 and exhaust tube portion 922 is coupled to exhaust port906. Exhaust tube portion 922 includes a first radiused portion 930angled outwardly from exhaust port 906, which transitions into astraight section 932 extending laterally of port 906. Exhaust tubeportion 920 includes a radiused section 938, which extends laterally andupwardly to an inclined section 940, which then transitions into astraight section 942 extending over the top of straight section 932.This allows for a simplified heat shield comprised of upper and lowerheat shields 924 and 926 to be positioned there over for shielding theheat from the exhaust tube portions 920, 922.

More particularly, heat shield 924 includes an inverted U-shaped body950 having a neck down section at 952 and a semi-cylindrical covers at954 and 956; the semi-cylindrical covers 954, 956 conforming to overlieradiused portions 938, 930, respectively. Lower heat shield portion 926includes a U-shaped body portion 960 having a necked down section 962and semi-cylindrical covers at 964, 966. It should be appreciated thatupper and lower heat shielding members 924, 926 cooperate together suchthat semi-cylindrical portions 954, 960 cover radius portion 938 andsemi-cylindrical portion 956, 966 cover radius portions 930. The twoU-shaped body portions 950, 960 cover the exhaust tube portion 920, 922as shown in FIGS. 41 and 42.

The longitudinally extending section 910 of exhaust system 900 includesouter heat shield 970 and upper and lower exhaust tube portions 972,974. Outer heat shield 970 includes a necked down portion at 978, whichcooperates with necked down section 952 and 962 of heat shield members924, 926. Heat shield portion 970 also includes a radiused portion at980, which conforms to radius portions 982 and 984, and a longitudinallyextending section 990 of heat shield 970 that overlies longitudinallyextending sections 972 and 974. A necked down section 996 closelyconforms to the outer profile of tubes 972 and 974. Inner heat shield1000 includes a necked down section 1002, which cooperates with neckeddown section 996 and section 1004, which cooperates with section 990. Anelongate section at 1006 covers the remaining length of the exhausttubes 972 and 974. Necked down section 1010 covers the necked downportion 1012, which transitions together exhaust from exhaust tubes 972and 974 into a single outlet at 1014.

The manifold portion 902 has advantages over previous manifolds. First,the casting provides a tight turn allowing the distance between thecasting 904 and manifold generally to be as far as possible from theoperator area. Also, the tube sections 932 and 942 are positioned in agenerally overlying position, which moves tube portion 942 further awayfrom the passenger area. As mentioned above, this also allows for asimplified heat shield comprised of upper and lower heat shields 924 and926 to be positioned there over for shielding the heat from the exhausttube portions 920, 922.

With reference now to FIGS. 44-48, the engine cooling system will bedescribed in greater detail. With reference first to FIG. 44, the enginecooling system is shown generally at 1020, which includes radiator 1022having a return line 1024 and a supply line 1026. Thus a close loopcircuit is provided for the engine cooling water from the back of thevehicle at engine 802 to the front of the vehicle at radiator 1022 andreturned. Various brackets such as 1028 may be utilized to retain thelines 1024, 1026 in a managed relationship relative to the frame.Bracket 1028 is shown in greater detail in FIG. 44A and has been coupledto bracket 490 and including bracket 1034 and retainer 1036. Clip 1036is shown in greater detail in FIG. 44B as including a center wallsection 1040 having central arms 1042 defining a T-shaped clip 1044. Toparms 1046 and bottom arms 1048 define receiving areas 1050 and 1052 forreceiving supply lines 1024, 1026.

With reference now to FIGS. 45 and 46, a front grill 1060 is shownhaving a web pattern defined by a plurality ribs 1062 defining openings1064 there through for the passage of air. As shown in FIG. 46, a shroud1066 is shown and is coupled to grill 1060 and mounts radiator 1022 andfan 1070 thereto. It should be appreciated that either air travelingthrough shroud 1060 by virtue of the vehicle movement and/or by theoperation fan causes air to flow across radiator 1022 in the directionof arrow 1071.

As shown best in FIG. 47, shroud 1066 includes a top wall 1072 having acontoured extension 1074 and sidewalls 1076 having contoured extensions1078. Meanwhile grill 1060 includes a wall 1082 surrounding openings1064. Additional wall portions are provided at 1084, 1086, and 1088.Additionally, grill 1060 is defined with wall portions 1090 havingconstrictions at 1092. Shroud 1066 includes mounting tabs 1094, 1096,and 1098, which mount to respective stand-offs 1100, 1102, and 1104. Asshown in FIGS. 46 and 48, shroud 1066 conforms closely with the profileof grill 1060 including a crimped portion 1110 conforming toconstriction 1092. Thus, in the longitudinal direction, a combination ofwalls 1082, 1084, 1086, and 1088 overlap with walls 1072 and 1076. Thisallows all of air traveling through to grill 1060 to enter through andinto the shroud 1066. As also shown in FIG. 46, radiator 1022 closelyconforms to shroud 1066 preventing leaking of air around the peripheryof the shroud/radiator interface. As also shown in FIG. 46, radiator1022 has fins 1112, and when mounted thereto, fan 1070 does notcompletely all of the fins 1112.

Radiator 1022 further includes a return coupling at 1120 and a supplycoupling at 1122 which cooperate with cooling lines 1024, 1026,respectively. Radiator 1022 further includes mounting lugs 1126, whichcooperate with mounting apertures 230 d of bracket 230 (FIG. 16A).Finally, radiator 1022 includes mounting apertures at 1128, whichcooperate with mounting apertures 1130 on fan 1070. As shown in FIG. 46,fasteners 1132 retain fan 1070 directly to radiator 1022.

With reference now to FIGS. 49-54, front suspension 70 will be describedin greater detail. With reference first to FIG. 49, front suspensiongenerally comprises lower alignment arm 1150, upper alignment arm 1152,spindle 1154, wheel hub 1156, and shock absorber 1158. Front stub shafts1160 provide driving power to wheel hubs 1156, through a constantvelocity joint (or similar device), and a steering shaft 1162 isprovided and coupled to spindle 1154 for steering purposes. Withreference now to FIG. 49A, lower alignment arms 1150 will be describedin greater detail.

Lower alignment arm 1150 includes arm portions 1170 and 1172 joining atan outer end to ball joint 1174. At opposite ends of each of the arms1170, 1172 are couplings 1176 and 1178 respectively. It should beappreciated that couplings 1176 and 1178 couple with channels 212, 210,respectively, by way of fasteners 1180 (FIGS. 49A, 50). It should alsobe appreciated that ball joint 1174 of lower suspension arm 1150 couplesto a lower coupling 1182 (FIG. 50) of spindle 1154. With reference nowto FIGS. 52 and 53, upper alignment arm 1152 will be described ingreater detail.

As shown, upper alignment arm 1152 includes two arms 1190, 1192. Outerends of arms 1190, 1192 converge to couple with ball joint 1194.Opposite ends of arms 1190, 1192 include couplings 1196, 1198 andcouples to frame 12 by way of fasteners 1200, 1202 (FIG. 49).

As shown best in FIGS. 52 and 53, upper alignment arm 1152 provides adifferent configuration for each of the arms 1190 and 1192. As shown,arm 1190 is substantially parallel along an axial length of the arm1190, while arm 1192 is discontinuous along the length of its arm. Moreparticularly, arm 1192 includes a first arm portion 1210, which projectsaway from ball joint member 1194 in a substantially parallel plane asarm 1190. Arm 1192 has a first radiused bend at 1212, which projects anarm portion 1214 upwardly at an angle relative to arm portion 1210. Arm1192 further includes a second radiused portion at 1216 projecting anarm portion 1218 in a relatively horizontal position. Bracket 1220 isprovided and coupled to an outer end of arms 1190, 1192 and includesmounting apertures at 1222.

The geometry of upper alignment arm 1152 and, in particular, thegeometry of arm 1192 is provided for at least two reasons. Firstly, byproviding the radiused portion 1212, 1216, predefined buckling pointsare provided in the suspension, such that if vehicle encounters a largejolt, the alignment arm buckles rather than damaging the frame 12.Secondly, and with reference to FIG. 51, alignment arm 1152 is providedover the top of steering arm 1162, which provides clearance for arm1162. Absent the radiused portion 1216, the alignment arm 1152 andsteering arm 1162 could not co-exist in the same space.

With reference again to FIG. 49A, shock absorber 1158 includes a gasshock absorber portion 1230 and an over spring at 1232. Shock absorber1158 further includes a mounting coupler 1234 and a lower mountingcoupler 1236. With reference to FIG. 50, shock absorber 1158 is shownmounted at its lower end to bracket 1220 by way of fasteners 1240 and atits upper end to bracket 230 by way of fasteners 1242. Thus, the shockmounting to bracket 230 is substantially higher than previously mountedproviding the ability to utilize a much longer shock absorber 1158. Inthe disclosed embodiment, the shock absorbers are provided by WalkerEvans part number 7044018 and 7043979, right and left shocksrespectively. In addition, the shock mounting at bracket 230 isrigidified through the entire frame 12 by way of connection to thetransverse tube 170 and by way of the triangulation of tubes 156, 170,and 200. The stresses of the shock absorber 1158 are also taken upthrough cab frame 84 (FIG. 9) by way of the connection tube couplings92.

With reference now to FIG. 49B, a version of the suspension is shown at70′, which includes a torsion (or sway) bar 1250. Torsion bar 1250 iscoupled to the upper alignment arm 1152 by way of link arm 1252; linkarm 1252 having an upper coupling 1254 coupled to torsion bar 1250, anda lower coupling 1256 attached to bracket 1258 on upper alignment arm1152.

With reference now to FIGS. 51 and 54, braking system is shown at 1260.Braking system 1260 includes a brake pedal 1262 in the operator's areawhich actuates a master cylinder 1264, which in turn operates brakecalipers 1266. Brake calipers provide frictional force against brakedisk 1268 through hydraulic lines 1270. Rear brake line 1272 feeds rearbrake lines 1274, which in turn operate rear brake calipers 1276 tocontrol rear disks 662.

With reference to FIGS. 55-63, seating area 60 is positioned within cabframe section 84 and includes driver seat 62 having seat back 62 a andseat bottom 62 b, and passenger seat 64 having seat back 64 a and seatbottom 64 b. As shown in FIG. 55, seats 62, 64 are in a side-by-sidearrangement and are supported on seat mounting bracket 126, as isfurther detailed herein. Illustratively, as shown in FIGS. 58 and 59,seat backs 62 a and 64 a are spaced apart from seat bottoms 62 b and 64b respectively. Alternatively, seat backs 62 a and 64 a may beintegrally formed with, or otherwise connected to, respective seatbottoms 62 b and 64 b in order to distribute loads throughout seats 62,64.

FIGS. 56 and 57 illustrates the configuration of seat bottom 62 b,however, seat bottom 64 b of passenger seat 64 also may be constructedin the manner detailed herein. Additionally, seat backs 62 a, 64 a maybe constructed in the manner detailed herein. Seat bottom 62 b includesa first portion 1300, a second portion 1302, and a third portion 1304.First portion 1300 is intermediate second and third portions 1302, 1304and has a generally flat orientation for supporting a driver. Second andthird portions 1302, 1304 are angled outwardly and upwardly relative tofirst portion 1300 in order to retain the operator and passenger on seatbottoms 62 b, 64 b during operation of vehicle 10. Similarly, seat backs62 a, 64 a may be contoured or have angled portions to further retainthe operator and passenger on seats 62, 64 during operation of vehicle10. A cover 1318 generally surrounds first, second, and third portions1300, 1302, and 1304. Illustratively, first, second, and third portions1300, 1302, and 1304 are three separate and independent portionspositioned adjacent to each other. In one embodiment, portions 1300,1302, and 1304 may be coupled together in a conventional manner, forexample by sewing, bonding, molding, radio frequency welding, staplingand/or using an adhesive. Alternatively, other embodiments of seatbottom 62 b may be configured as a single component, in which portions1300, 1302, and 1304 are integrally formed together to define seatbottom 62 b.

Referring to FIG. 57, first portion 1300 includes an inner layer 1306generally surrounded by an outer layer 1312, second portion 1302includes an inner layer 1308 generally surrounded by an outer layer1314, and third portion 1304 includes an inner layer 1310 generallysurrounded by an outer layer 1316. Inner layers 1306, 1308, and 1310 maybe comprised of a foam or other polymeric material and may be availablefrom BASF Corporation. Inner layers 1306, 1308, and/or 1310 may bethicker at the h-point, or the point where the hips of the operator orpassenger are positioned on seat bottoms 62 b, 64 b. Alternatively,additional padding or foam may be coupled to inner layers 1306, 1308,and/or 1310 at the h-point to provide additional comfort to the operatorand passenger.

At an interface 1320 between first portion 1300 and second portion 1302,outer layer 1312 is adjacent outer layer 1314. Similarly, at aninterface 1322 between first portion 1300 and third portion 1304, outerlayer 1312 is adjacent outer layer 1316. Outer layers 1312, 1314, and1316 are comprised of a water resistant polymeric material, for examplevinyl. As such, each inner layer 1306, 1308, 1310 is surrounded by awater resistant material. By covering each inner layer 1316, 1308, 1310with the water resistant material of outer layers 1312, 1314, 1316,respectively, each inner layer 1306, 1308, 1310 remains dry if seats 62,64 are splashed with water, mud, or other fluids. In particular, even iffluid penetrates cover 1318, fluid does not penetrate outer layers 1312,1314, 1316 and, therefore, is prevented from contacting inner layers1306, 1308, 1310, respectively.

Cover 1318 extends around outer layers 1312, 1314, and 1316, such thatouter layers 1312, 1314, and 1316 are intermediate cover 1318 and innerlayers 1306, 1308, and 1310, respectively. Cover 1318 may be comprisedof a polymeric film material, a polymeric sprayable material, a vinylmaterial, or other similar material, which also may be water resistant.

Referring to FIGS. 58 and 59, driver seat 62 is supported on a seatframe 1324. While FIGS. 58 and 59 illustrate the configuration of seatframe 1324 for driver seat 62, passenger seat 64 also is supported onframe 1324 in an identical manner. Seat frame 1324 includes an uppersection 1328 for supporting seat back 62 a and a lower section 1330 forsupporting seat bottom 62 b. Upper section 1328 includes generallyupstanding tubes 1332 and cross bars 1334, 1336 extending betweenupstanding tubes 1332. Upstanding tubes 1332 include a plurality ofapertures 1338, and more particularly, two groupings of apertures 1338.Apertures 1338 are configured to receive conventional fasteners 1340 inorder to couple upper section 1328 of seat frame 1324 to a rear surfaceof seat back 62 a. Because fasteners 1340 may be positioned in any ofapertures 1338, the vertical position of seat back 62 a may be adjustedalong upper section 1328 of seat frame 1324 to accommodate differentpreferences for comfort, lumbar support, bolstering, and head restposition for various drivers. As shown in FIG. 59, the rear surface ofseat back 62 a may be contoured to define grooves or channels forreceiving upstanding tubes 1332 and cross bars 1334, 1336. A panel orcover (not shown) may be comprised of a polymeric material and coupledto the rear surface of seat back 62 a in order to conceal upper section1328 of seat frame 1324.

FIG. 59 illustrates that upper section 1328 of frame 1324 is separatefrom lower section 1330 and is coupled thereto with gussets 1346.Gussets 1346 may be welded to upper and lower sections 1328, 1330.Alternatively, seat frame 1324 may be comprised of single, continuoustubes that are bent to define upper section 1328 and lower section 1330,such that upper section 1328 is integral with lower section 1330. Seatframe 1324 also may be stamped or otherwise formed to define upper andlower sections 1328, 1330.

Lower section 1330 includes lower frame members 1342 extending in agenerally horizontal direction. Upstanding tubes 1332 form anapproximate 90-degree angle with lower frame members 1342.Alternatively, upstanding tubes 1332 may be angled rearwardly such thatupstanding tubes 1332 form an angle greater than 90 degrees with lowerframe members 1342. Seat bottom 62 b may include channel members 1344 ona bottom surface thereof for receiving lower frame members 1342.

As shown in FIG. 59, lower frame members 1342 include a plurality ofapertures 1348, in particular apertures 1348 a and 1348 b, for receivingconventional fasteners 1349 a and threaded couplers 1349 b,therethrough. Illustratively, lower frame members 1342 include twogroupings of apertures 1348 a, 1348 b. Fasteners 1349 a extend throughapertures 1348 a in order to couple lower frame members 1342 of lowersection 1330 to channel members 1344 of seat bottom 62 b. As shown inFIG. 59, aperture 1348 a is larger than aperture 1348 b. The larger sizeof aperture 1348 a allows a head portion 1345 a and a body portion 1345b of fastener 1349 a to extend therethrough. As such, and as shown inFIG. 61C, head portion 1345 a of fastener 1349 a abuts the top surfaceof lower frame members 1342 and body portion 1345 b (FIG. 59) extendsinto channel members 1344 and seat bottom 62 b.

Conversely, as shown in FIG. 59, the smaller size of aperture 1348 bprevents a head portion 1347 a of threaded coupler 1349 b from extendingtherethrough. Instead, head portion 1347 a is retained outside of lowerframe member 1342 and aperture 1348 b, as is further detailed herein. Abody portion 1347 b of threaded coupler 1349 b extends within lowerframe member 1342 but is spaced apart from the top surface of lowerframe member 1342 (FIG. 61C). While illustrative threaded coupler 1349 bdoes not couple lower section 1330 of seat frame 1324 to seat bottom 62b, alternative embodiments of seat bottoms 62 b, 64 b may be coupled toseat frames 1324 with both fasteners 1349 a and threaded couplers 1349b.

Referring to FIGS. 60-62A, seat frame 1324 of seats 62 and 64 may beremovably coupled to seat mounting bracket 126 and may be configured tomove relative to seat mounting bracket 126, as is further detailedherein. In particular, lower sections 1330 of seat frames 1324 arecoupled to a base member 1350 such that when seats 62, 64 are removedfrom seat mounting bracket 126, seat bottoms 62 b, 64 b, seat backs 62a, 64 a, seat frames 1324, and seat bases 1350 also are removed. Basemember 1350 may be comprised of a polymeric material or a metalmaterial, and may be formed through extrusion methods, molding methods,stamping methods, or other similar processes. Base member 1350 may beavailable from Attwood Corporation.

As shown in FIG. 60, base member 1350 includes a frame 1352 whichsupports a plate 1354. Plate 1354 includes a mounting bracket 1356having at least one aperture 1362 for receiving mounting pin 444therethrough. Frame 1352 includes side channels 1358 and tabs orprojections 1360.

A bottom surface 1363 of side channels 1358 of frame 1352 includeslongitudinally extending slots 1364. Side channels 1358 also includevertical side walls, illustratively an inner side wall 1366 and an outerside wall 1368, extending upwardly from bottom surface 1363. Lower framemembers 1342 of seat frame 1324 are positioned on bottom surface 1363and are retained within side channels 1358 by inner and outer side walls1366 and 1368. Additionally, and as shown in FIG. 61C, a threadedfastener 1370, such as a shoulder bolt, screw, or other similar device,is coupled to threaded coupler 1349 b in order to further retain seatframe 1324 to base member 1350. In particular, body portion 1347 b ofthreaded coupler 1349 b includes internal threads (not shown) whichengage with external threads (not shown) on threaded fastener 1370. Aportion of fastener 1370 extends through slot 1364 (FIG. 61) and aflanged portion (not shown) of fastener 1370 is positioned below slot1364 in order to couple base member 1350 to seat frame 1324. When seats62, 64 are coupled to base members 1350 of FIG. 60, seats 62, 64 areremovable from seat mounting bracket 126 but do not slide or moverelative to frame 1352 of base member 1350. By configuring base members1350 to be removable from vehicle 10 with seats 62, 64, base members1350 do not compromise the space available for other components ofvehicle 10, such as the fuel tank, which may be positioned below or nearseats 62, 64. Additionally, base member 1350 maintains the low profileof seats 62, 64 within cab frame section 84.

Base member 1350 is removably coupled to seat mounting bracket 126, andin particular, the engagement between mounting pin 444 and mountingbracket 1356 allows seats 62, 64 to be released from seat mountingbracket 126 without tools. To couple base 1350 with seat mountingbracket 126, frame 1352 rests atop front channel 440 and rear tube 442.Mounting pin 444 is received within aperture 1362 and tabs 1360 arepositioned underneath mounting hooks 440 b in order to secure basemembers 1350 and seats 62, 64 to seat mounting bracket 126. Whenmounting pin 444 is received within aperture 1362 of bracket 1356, latchdevice 1386 (FIG. 61A) maintains the engagement therebetween to retainseats 62, 64 on seat mounting bracket 126. However, when seat 62 and/orseat 64 is removed from vehicle 10, latch device 1386 disengages pin 444from aperture 1362 and tabs 1360 may be removed from mounting hooks 440b such that seats 62, 64 can be pulled upwardly away from seat mountingbracket 126 and removed from vehicle 10. Base members 1350 areself-contained portions of seats 62, 64 and are removed from vehicle 10when seats 62, 64 are removed from vehicle 10. Additional details of theengagement between mounting pin 444 and base member 1350 are disclosedin pending U.S. patent application Ser. No. 12/246,948, filed Oct. 7,2008, the complete disclosure of which is expressly incorporated byreference herein.

Alternatively, according to the embodiment of FIGS. 61-61C, base members1350′ allow seats 62, 64 to slide relative to seat mounting bracket 126.Base member 1350′ of FIG. 61 includes features similar to those of basemember 1350 of FIG. 60, with like reference numerals indicating likeelements, except as described below. As with base member 1350, basemember 1350′ is removable from vehicle 10 with seats 62, 64, andtherefore, is a self-contained adjustment member of seats 62, 64.Additionally, base member 1350′ allows seats 62, 64 to maintain a lowprofile within cab frame section 84 but does not decrease the spaceavailable for other components of vehicle 10, such as the fuel tank.Base member 1350′ may be available from Attwood Corporation.

Base member 1350′ includes frame 1352′, plate 1354′, a lever 1384, alatching mechanism 1382, fasteners 1378, and support members 1376. Sidechannels 1358′ of frame 1352′ include inner side walls 1366, outer sidewalls 1368, and slots 1364′ extending longitudinally along bottomsurface 1363. The outer perimeter of slots 1364′ are raised or elevatedrelative to bottom surface 1363, as best shown in FIG. 61B and furtherdetailed herein. Fastener 1370 extends through slots 1364′ in order tocouple with threaded coupler 1349 b. Frame 1352′ also includes tabs 1360which extend forwardly therefrom. Frame 1352′ may be comprised of apolymeric material and may be extruded, molded, or otherwise formed in asimilar manner.

Plate 1354′ includes mounting bracket 1356 for receiving mounting pin444, as detailed herein. As such, when pin 444 is received withinaperture 1362 of mounting bracket 1356 and tabs 1360 are positionedunderneath mounting hooks 440 b, seats 62, 64 are coupled to seatmounting bracket 126. Alternatively, pin may be released from mountingbracket 1356 by engaging latch device 1386 (FIG. 61B), such that seat 62and/or seat 64, including base members 1350′, are released from seatmounting bracket 126 and removed from vehicle 10.

Plate 1354′ also includes side portions 1372, which are elevatedrelative to frame 1352′. Side portions 1372 extend over inner side wall1366 of side channels 1358 and are positioned above a portion of bottomsurface 1363. Lower frame members 1342 of seat frame 1324 are positionedintermediate bottom surface 1363 of side channels 1358 and side portions1372 of plate 1354′. Illustratively, as best shown in FIG. 61C, sideportions 1372 are intermediate the top surface of lower frame members1342 and channels 1344 of seat frame 1324.

Additionally, plate 1354′ includes longitudinal openings 1374 and, moreparticularly, includes three longitudinal openings 1374. Alternatively,plate 1354′ may include more than three longitudinal openings 1374 orless than three longitudinal openings 1374. At least a portion offasteners 1378 and support members 1376 are positioned abovelongitudinal openings 1364. Support members 1376 rest atop plate 1354′and fasteners 1378 extend through an aperture (not shown) of supportmembers 1376 and below longitudinal openings 1374. Fasteners 1378 may becarriage bolts or other similar components configured to preventrotation against support members 1376. As shown in FIG. 61A, couplers,such as nuts 1390, are threadedly coupled to fasteners 1378 in order tosecure fasteners 1378 to base member 1350′. Nuts 1390 may be nyloninsert lock nuts, polymer insert lock nuts, elastic stop nuts, or othersimilar components.

As shown in FIGS. 61-61B, lever 1384 is generally positioned below seatbottoms 62 b, 64 b but extends in a forward direction such that lever1384 is accessible to the operator and passenger. Lever 1384 ispositioned above plate 1354′ and is coupled thereto with conventionalfasteners, for example a shoulder bolt 1392 and a nut 1394. Shoulderbolt 1392 may be supported within a polymeric sleeve or insert (notshown) in order to reduce noise when the position of seats 62, 64 isadjusted.

Lever 1384 is operably coupled to latch mechanism 1382, which includes aspring 1396, a tab 1388, a support portion 1380, a pin (not shown)received within support portion 1380, and a gear tooth portion 1398having a plurality of individual teeth 1399. Illustratively, gear toothportion 1398 is coupled to the bottom surface of frame 1352′. Gear toothportion 1398 may be sealed or covered to protect gear tooth portion 1398from dirt and debris. The pin is movable along gear tooth portion 1398in order to move plate 1354′ relative to frame 1352′, as is detailedherein. As best shown in FIG. 61B, spring 1396 may be a constant tensionspring and is coupled to tab 1388 and lever 1384 in order to hold thepin, and therefore lever 1384, in a particular position along gear toothportion 1398. More particularly, the pin extends through support portion1380 and is held within one of teeth 1399. By maintaining the positionof the pin in gear tooth portion 1398, seat 62 and/or seat 64 areprevented from sliding.

In operation, when lever 1384 is laterally pushed, spring 1396 extendsand the pin is released from teeth 1399. As such, plate 1354′ is free toslide along frame 1352′ in order to move seat 62 and/or seat 64 becausethe pin is not held by teeth 1399. More particularly, longitudinalopenings 1374 slide along frame 1352′ relative to support members 1376and fasteners 1378. Additionally, fastener 1370 slides within slots1364′ to allow lower frame members 1342 of seat frame 1324 to slide withplate 1354′. The elevated outer perimeters of slots 1364′ reduce surfacearea and facilitate the sliding motion of lower frame members 1342 alongside channels 1358′. As shown best in FIG. 61B, illustrative plates1354′ may be configured to slide approximately five inches in a forwarddirection along frame 1352′ of base member 1350′. When seat 62 and/orseat 64 have been moved to a desired position within cab frame section84, lever 1384 is released and the pin engages with a different one ofteeth 1399 in order to maintain the new position of plate 1354′ relativeto frame 1352′.

Alternatively, seats 62, 64 may include a base member 1350″, shown inFIGS. 62 and 62A, which includes features similar to those of basemembers 1350, 1350′ of FIGS. 60-61A, with like reference numeralsindicating like elements, except as described below. Base member 1350″may be available from Attwood Corporation and includes a frame 1352″, aplate 1354″, and a bracket 1356″ having aperture 1362″. Lower framemembers 1342 of seat frame 1324 are coupled to plate 1354″ withconventional fasteners (not shown). As shown best in FIG. 62A, frame1352″ includes a lower member 1414 which supports an adjustmentmechanism 1410.

Illustratively, adjustment mechanism 1410 allows plate 1354″, andtherefore, seats 62, 64, to slide relative to frame 1352″. Adjustmentmechanism 1410 includes an upper adjustment member 1402 which isconfigured to move relative to a lower adjustment member 1404. Loweradjustment member 1404 is coupled to lower member 1414 of frame 1352″with conventional fasteners 1406, illustratively a bolt and nut. Upperadjustment member 1402 is coupled to plate 1354″ with conventionalfasteners 1408, illustratively a bolt and a nut. Adjustment mechanism1410 also includes an arm 1412, which is movable relative to lowermember 1414 of frame 1352″ and is coupled to lever 1384″, as is detailedfurther herein. Adjustment mechanism 1410 may be sealed or covered toprotect upper adjustment member 1402, lower adjustment member 1404, andarm 1412 from dirt and debris.

Base member 1350″ is removably coupled to seat mounting bracket 126 byengaging mounting pin 444 with aperture 1362″ of bracket 1356″. A latchdevice (not shown) may be included in order to engage and disengagemounting pin 444 with bracket 1356″. Additionally, base member 1350″ mayinclude forward tabs (not shown) to engage mounting hooks 440 b of seatmounting bracket 126. Alternatively, mounting hooks 440 b may be removedfrom seat mounting bracket 126 such that mounting pin 444 is the primarydevice for coupling base member 1350″ to seat mounting bracket 126. Itmay be appreciated that when seat 62 and/or 64 are removed from vehicle10, base members 1350″ also are removed from vehicle 10.

In operation, base members 1350″ may be used to adjust the position ofseats 62, 64 within cab frame section 84. Seats 62, 64 may be configuredto move in forward and rearward directions to accommodate specificpreferences of the operator and/or passenger. More particularly, becauseseat frames 1324 are coupled to plate 1354″, when the position of plate1354″ is adjusted relative to frame 1352″, the position of seats 62, 64also is adjusted. The operator and/or passenger may push or pull onlever 1384, which releases latch mechanism 1410. When lever 1384″ isengaged, arm 1412 moves in a forward direction, which allows upperadjustment member 1402 to slide along lower adjustment member 1404 whilelower adjustment member 1404 remains stationary on lower member 1414 offrame 1352″. When lever 1384″ is released (i.e., no longer engaged),then arm 1412 moves rearwardly to engage latch mechanism 1410 to retainthe position of upper adjustment member 1402 relative to loweradjustment member 1404.

Referring to FIGS. 63-66, seats 62, 64 may be configured with restraintharness-type seat belts. In the embodiment of FIG. 63, seat belts 1416are three-point harnesses having a first point, illustratively ashoulder retractor 1418 positioned above seat backs 62 a, 64 a, a secondpoint, illustratively a hip retractor 1420 positioned near seat bottoms62 b, 64 b, and a third point, illustratively a latching mechanism 1422generally opposite hip retractors 1420.

Shoulder retractor 1418 is coupled to a bracket 1428 on tube portions622 b of U-shaped tube 622 (FIGS. 26-28). As shown best in FIG. 1, tubeportions 622, and therefore brackets 1428, are positioned rearward ofseats 62, 64 such that shoulder retractors 1418 also are positionedrearward of seats 62, 64. Additionally, due to the configuration of cabframe section 84, brackets 1428 may be positioned above a forwardportion of rear cargo area 56. Illustratively, brackets 1428 arepositioned generally above seats 62, 64, however, brackets 1428 also maybe positioned lower than the head rest portion of seats 62, 64.Alternatively, brackets 1428 may be coupled to the rear surface of seatbacks 62 a, 64 a and also may be lower than the head rest portion ofseats 62, 64.

A first strap 1424 extends between shoulder retractor 1418 and latchingmechanism 1422 in order lay against the chest of the operator andpassenger. First strap 1424 includes an anchor end 1432 which is coupledto shoulder retractor 1418 and a terminal end 1434 which is coupled tolatching mechanism 1422. The operator or passenger needs only to pullterminal end 1434 across his or her chest in order secure first strap1424 to latching mechanism 1422. As such, the operator or passenger isnot required to pull first strap 1424 down over his or her head whenengaging first strap 1424 with latching mechanism 1422.

Shoulder retractor 1418 automatically adjusts first strap 1424 to alength necessary to fit across the operator or passenger, whicheliminates the need for the operator or passenger to manually adjust thelength of first strap 1424. Additionally, shoulder retractor 1418 allowsthe operator or passenger to have mobility while wearing seat belt 1416because the length of first strap 1424 automatically adjusts toaccommodate movement of the operator or passenger while wearing seatbelt 1416. However, shoulder retractor 1418 also includes an inertiallock (not shown) which prevents first strap 1424 from extending orlengthening in response to sudden movement. As such, the operator orpassenger is restrained by first strap 1424 if vehicle 10 suddenlystops, changes directions, or moves in a manner that causes the operatoror passenger to move suddenly.

Hip retractor 1420 is coupled to outer frame rails 154 (FIG. 12) andlatching mechanism 1422 is coupled to seat mounting bracket 126. Asecond strap 1426 lays across the lap of the operator and passenger andextends between hip retractor 1420 and latching mechanism 1422. Secondstrap 1426 includes an anchor end 1436 coupled to hip retractor 1420 anda terminal end 1438 coupled to latching mechanism 1422. The operator orpassenger only needs to pull terminal end 1438 across his or her lap inorder secure second strap 1426 to latching mechanism 1422.

Hip retractor 1420 automatically adjusts second strap 1426 to a lengthnecessary to fit across the operator's or passenger's lap, whicheliminates the need for the operator or passenger to manually adjust thelength of second strap 1426. Additionally, hip retractor 1420 allows theoperator or passenger to have mobility while wearing seat belt 1416because the length of second strap 1426 automatically adjusts toaccommodate movement of the operator or passenger while wearing seatbelt 1416. However, hip retractor 1420 also includes an inertial lock(not shown) which prevents second strap 1426 from extending orlengthening in response to sudden movement. As such, the operator orpassenger is restrained by second strap 1426 if vehicle 10 suddenlystops, changes directions, or moves in a manner that causes the operatoror passenger to move suddenly.

As shown in FIGS. 60, 61, and 62, seat mounting bracket 126 includesbrackets 1430 for supporting latching mechanism 1422. As such, brackets1430 may be positioned generally rearward of the operator or passenger.Latching mechanism 1422 is configured to receive terminal ends 1434,1438 of straps 1424, 1426. Terminal ends 1434, 1438 may be coupledtogether, for example through a clip (not shown), stitching, or othersimilar means, in order to reduce the number of latching points forlatching mechanism 1422. For example, terminal ends 1434 and 1438 ofrespective first and second straps 1424 and 1426 may be releasablysecured to a single latching point of latching mechanism 1422. As such,latching mechanism 1422 may include only one latching point for bothfirst and second straps 1424, 1426.

Latching mechanism 1422 may include a release tab (not shown) forengaging and releasing terminal ends 1434, 1438 from latching mechanism1422. Latching mechanism 1422 may include only one release tab becausewhen terminal ends 1434, 1438 are coupled together, only one release tabis needed to engage and release both first and second straps 1424 and1426 from latching mechanism 1422. For example, the operator orpassenger may depress the release tab in order to release both terminalends 1434, 1438 from latching mechanism 1422. First and second straps1424 and 1426 automatically retract toward shoulder and hip retractors1418 and 1420, respectively, when terminal ends 1434, 1438 are releasedfrom latching mechanism 1422. As such, seat belts 1416 do not rest onseats 62, 64 when not in use, which facilitates movement into and out ofseating area 60.

Alternatively, as shown in FIG. 64, seat belts 1416′ include featuressimilar to seat belts 1416 of FIG. 63, with like reference numeralsindicating like elements, except as described below. Seat belts 1416′may be four-point harnesses having a first point, illustratively a firstor outer shoulder retractor 1440 positioned near the head rest portionof seat backs 62 a and 64 a, a second point, illustratively a second orinner shoulder retractor 1442 positioned opposite outer shoulderretractor 1440 and near the head rest portion of seat backs 62 a and 64a, a third point, illustratively a first or outer hip retractor 1444positioned near seat bottoms 62 b and 64 b, and a fourth point,illustratively a second or inner hip retractor 1446 positioned generallyopposite outer hip retractor 1444. Seat belts 1416′ also include alatching mechanism 1422′ configured to be positioned against theoperator's or passenger's chest and is generally centrally positionedbetween the first, second, third, and fourth points of seat belts 1416′.

Outer and inner shoulder retractors 1440 and 1442 are coupled to crosstube 624 of cab frame section 84 (FIGS. 26-28). As shown best in FIG. 1,cross tube 624 is rearward of seats 62 and 64, and, therefore, outer andinner shoulder retractors 1440 and 1442 are rearward of seats 62, 64.Additionally, due to the configuration of cab frame portion 84, shoulderretractors 1440, 1442 may be positioned above a forward portion of rearcargo area 56. Illustratively, outer and inner shoulder retractors 1440and 1442 are positioned generally above seat backs 62 a, 64 a, however,shoulder retractors 1440, 1442 also may be positioned below the headrest portion of seats 62, 64. Alternatively, shoulder retractors 1440,1442 may be coupled to the rear surface of seat backs 62 a, 64 a.

Outer hip retractor 1444 is coupled to outer frame rails 154 (FIG. 12)and, as shown in FIG. 64, is positioned rearward of the operator andpassenger when seated in seats 62, 64, respectively. Additionally, asshown in FIGS. 60, 61, and 62, seat mounting bracket 126 includesbrackets 1430 for supporting inner hip retractors 1446. Brackets 1430,and, therefore, inner hip retractors 1446, may be positioned generallyrearward of the operator or passenger when seated in seats 62, 64,respectively.

A first strap 1448 having an anchor end 1450 and a terminal end 1452extends between outer shoulder retractor 1440 and latching mechanism1422′ in order lay against the chest of the operator and passenger.Anchor end 1450 is coupled to outer shoulder retractor 1440 and terminalend 1452 is coupled to latching mechanism 1422′. A third strap 1460 ispositioned below first strap 1448 and includes an anchor end 1462 and aterminal end 1464. Anchor end 1462 is coupled to outer hip retractor1444 and terminal end 1464 is coupled to latching mechanism 1422′.Illustratively, terminal ends 1452, 1464 of respective first and thirdstraps 1448 and 1460 may be coupled together such that first and secondstraps 1448 and 1460 are coupled to latching mechanism 1422′ at onesingle latching point.

A second strap 1454 may be positioned generally opposite first strap1448 and extends between an anchor end 1456 at inner shoulder retractor1442 and a terminal end 1458 at latching mechanism 1422′. A fourth strap1466 is positioned below second strap 1454 and includes an anchor end1468 and a terminal end 1470. Anchor end is coupled to inner hipretractor 1446 and terminal end is coupled to latch mechanism 1422′.Illustratively, terminal ends 1458, 1470 of respective second and fourthstraps 1454 and 1466 may be coupled together such that second and fourthstraps 1454 and 1466 are coupled to latching mechanism 1422′ at onelatching point.

Latching mechanism 1422′ includes a tongue portion 1472 and a receptacleportion 1474. Tongue portion 1472 is releasably coupled to receptacleportion 1474 through a release tab (not shown). As shown in FIG. 64,first and third straps 1448, 1460 are coupled to tongue portion 1472,and second and fourth straps 1454, 1466 are coupled to receptacleportion 1474. As such, seat belt 1416′ includes only one latching pointdefined by the engagement between tongue portion 1472 and receptacleportion 1474.

To secure seat belt 1416′, the operator or passenger only needs to pulltongue portion 1472, which is coupled to first and third straps 1448,1460, toward receptacle portion 1474, which is coupled to second andfourth straps 1454, 1466. As such, seat belts 1416′ allow easy mountingand dismounting because the operator or passenger is not required topull seat belt 1416′ over his or her head.

Shoulder retractors 1440, 1442 and hip retractors 1444, 1446automatically adjust the length of straps 1448, 1454, 1460, 1466,respectively, which eliminates the need for the operator or passenger tomanually adjust the length of straps 1448, 1454, 1460, 1466. Therefore,shoulder retractors 1440, 1442 and hip retractors 1444, 1446 allow theoperator or passenger to have mobility while wearing seat belt 1416′because the length of straps 1448, 1454, 1460, 1466 automaticallyadjusts to accommodate movement of the operator or passenger whilewearing seat belt 1416′. However, shoulder retractors 1440, 1442 and hipretractors 1444, 1446 also include an inertial lock (not shown) whichprevents straps 1448, 1454, 1460, 1466 from extending or lengthening inresponse to sudden movement. As such, the operator or passenger isrestrained by seat belt 1416′ if vehicle 10 suddenly stops, changesdirections, or moves in a manner that causes the operator or passengerto move suddenly. Additionally, when tongue portion 1472 is disengagedfrom receptacle portion 1474, shoulder retractors 1440, 1442 and hipretractors 1444, 1446 automatically retract straps 1448, 1454, 1460,1466, respectively, in order to move straps 1448, 1454, 1460, 1466 awayfrom seats 62, 64 when not in use.

Alternatively, as shown in FIG. 65, seat belts 1416″ include featuressimilar to seat belts 1416′ of FIG. 64, with like reference numeralsindicating like elements, except as described below. Seat belts 1416″may be five-point harnesses having a first point, illustratively outershoulder retractor 1440 positioned near the head rest portion of seatbacks 62 a and 64 a, a second point, illustratively inner shoulderretractor 1442 positioned opposite outer shoulder retractor 1440 andnear the head rest portion of seat backs 62 a and 64 a, a third point,illustratively outer hip retractor 1444 positioned near seat bottoms 62b and 64 b, a fourth point, illustratively inner hip retractor 1446positioned generally opposite outer hip retractor 1444, and a fifthpoint, illustratively a leg retractor 1476. Seat belts 1416″ alsoinclude a latching mechanism 1422″ configured to be positioned againstthe operator's or passenger's chest and is generally centrallypositioned between the first, second, third, fourth, and fifth points ofseat belts 1416″.

As detailed above with respect to seat belts 1416′, outer shoulderretractor 1440 is coupled to first strap 1448, inner shoulder retractor1442 is coupled to second strap 1454, outer hip retractor 1444 iscoupled to third strap 1460, and inner hip retractor 1446 is coupledfourth strap 1466. Shoulder retractors 1440, 1442 and hip retractors1444, 1446 automatically retract or lengthens straps 1448, 1454, 1460,1466 in order to automatically adjust the length of straps 1448, 1454,1460, 1466 when the operator or passenger moves or when seat belts 1416″are not in use.

Seat belts 1416″ include a fifth strap 1478 operably coupled to legretractor 1476. Fifth strap 1478 is configured to be positioned betweenthe operator's or the passenger's legs. Fifth strap 1478 includes ananchor end 1480 coupled to leg retractor 1476 and a terminal end 1482coupled to latch mechanism 1422″. Leg retractor 1476 is configured toautomatically adjust the length of fifth strap 1478, such that whenfifth strap 1478 is not in use, terminal end 1482 is retracted and isadjacent leg retractor 1476. Conversely, when fifth strap 1478 is inuse, terminal end 1482 is adjacent latching mechanism 1422″.Additionally, the automatic adjustment of fifth strap 1478 allows theoperator or passenger to easily move when wearing seat belt 1416″.However, leg retractor 1476 includes an inertial lock which maintainsthe position of fifth strap 1478 during sudden movements.

Terminal end 1482 of fifth strap 1478 illustratively includes a tongueportion 1484. Tongue portion 1484 may be engaged with receptacle portion1474 to secure fifth strap 1478 thereto. As such, latching mechanism1422″ may include two latching points—one latching point defined by theengagement between tongue portion 1472 and receptacle portion 1474 forsecuring first and third straps 1448 and 1460 to second and fourthstraps 1454 and 1466, and a second latching point defined by theengagement between tongue portion 1484 and receptacle portion 1474 forsecuring fifth strap 1478 to first, second, third, and fourth straps1448, 1454, 1460, and 1466. Alternatively, terminal end 1482 of fifthstrap 1478 may be coupled to terminal ends 1452 and 1464 of respectivefirst and third straps 1448 and 1460, such that latching mechanism 1422″includes only one single latching point defined by the engagementbetween tongue portion 1472 and receptacle portion 1474.

Leg retractor 1476 is coupled to front channel 440 of seat mountingbracket 126, and more particularly, is mounted to a middle portion offront channel 440. As shown best in FIG. 65, leg retractor 1476 ispositioned below seat bottoms 62 b, 64 b of seats 62, 64. Additionally,leg retractor 1476 is generally positioned forward of seat bottoms 62 b,64 b. Seat belt 1416″ allows for easy mounting and dismounting therefrombecause the operator and passenger are not required to pull seat belt1416″ over his or her head.

Alternatively, as shown in FIG. 66, seat belts 1416″ include featuressimilar to seat belts 1416″ of FIG. 65, with like reference numeralsindicating like elements, except as described below. Seat belts 1416″may be six-point harnesses having a first point, illustratively outershoulder retractor 1440 positioned near the head rest portion of seatbacks 62 a and 64 a, a second point, illustratively inner shoulderretractor 1442 positioned opposite outer shoulder retractor 1440 andnear the head rest portion of seat backs 62 a and 64 a, a third point,illustratively outer hip retractor 1444 positioned near seat bottoms 62b and 64 b, a fourth point, illustratively inner hip retractor 1446positioned generally opposite outer hip retractor 1444, a fifth point,illustratively an outer leg retractor 1476′, and a sixth point,illustratively an inner leg retractor 1486. Seat belts 1416″ alsoinclude a latching mechanism 1422′″ configured to be positioned againstthe operator's or passenger's chest and is generally centrallypositioned between the first, second, third, fourth, fifth, and sixthpoints of seat belts 1416′″.

As detailed above with respect to seat belts 1416″, outer shoulderretractor 1440 is coupled to first strap 1448, inner shoulder retractor1442 is coupled to second strap 1454, outer hip retractor 1444 iscoupled to third strap 1460, and inner hip retractor 1446 is coupledfourth strap 1466. Shoulder retractors 1440, 1442 and hip retractors1444, 1446 automatically retract straps 1448, 1454, 1460, 1466 in orderto automatically adjust the length of straps 1448, 1454, 1460, 1466 whenthe operator or passenger moves or when seat belts 1416′″ are not inuse.

Seat belts 1416″ include a fifth strap 1478′ operably coupled to outerleg retractor 1476′. Fifth strap 1478′ is configured to be positionedbetween the operator's or the passenger's legs. Fifth strap 1478′includes an anchor end 1480′ coupled to outer leg retractor 1476′ and aterminal end 1482′ coupled to latch mechanism 1422′″. More particularly,terminal end 1482′ may be coupled to a tongue portion 1484′ whichengages with receptacle portion 1474 of latch mechanism 1422′″.Alternatively, terminal end 1482′ may be coupled to terminal ends 1452and 1464 of first and third straps 1448 and 1460 such that tongueportion 1472 couples first, third, and fifth straps 1448, 1460, and1478′ with latch mechanism 1422′″.

Seat belts 1416′″ further include a sixth strap 1488 operably coupled toinner leg retractor 1486. Sixth strap 1488 is configured to bepositioned between the operator's or the passenger's legs. Sixth strap1488 includes an anchor end 1490 coupled to inner leg retractor 1486 anda terminal end 1492 coupled to latch mechanism 1422″. More particularly,terminal end 1492 may be coupled to a tongue portion 1494 which engageswith receptacle portion 1474 of latch mechanism 1422″. Alternatively,terminal end 1494 may be coupled to terminal ends 1458 and 1470 ofsecond and fourth straps 1454 and 1466 such that receptacle portion 1474couples second, fourth, and sixth straps 1454, 1466, and 1488 withfirst, third, and fifth straps 1448, 1460, and 1478′. As such, latchingmechanism 1422″ includes one, two, or three latching points, dependingon whether each of fifth and sixth straps 1478′ and 1488 includerespective tongue portions 1484′ and 1494.

Outer and inner leg retractors 1476′ and 1486 are configured toautomatically adjust the length of fifth and sixth straps 1478′ and1488, such that when fifth and sixth straps 1478′ and 1488 are not inuse, terminal ends 1482′ and 1490 are retracted and adjacent outer andinner leg retractors 1476′ and 1486, respectively. Conversely, whenfifth and sixth straps 1478′ and 1488 are in use, terminal ends 1482′and 1490 are adjacent latching mechanism 1422′″. Additionally, theautomatic adjustment of fifth and sixth straps 1478′ and 1488 allows theoperator or passenger to easily move when wearing seat belt 1416′″.However, outer and inner leg retractors 1476′ and 1486 each include aninertial lock which maintains the positions of fifth and sixth straps1478′ and 1488 during sudden movements.

Outer and inner leg retractors 1476′ and 1486 are coupled to frontchannel 440 of seat mounting bracket 126, and more particularly, outerleg retractor 1476′ is mounted to an outer end portion of front channel440, and inner leg retractor 1486 is mounted to an inner end portion offront channel 440. As shown best in FIG. 66, outer and inner legretractors 1476′ and 1486 are positioned below seat bottoms 62 b, 64 bof seats 62, 64. Additionally, outer and inner leg retractors 1476′ and1486 are generally positioned forward of seat bottoms 62 b, 64 b. Seatbelt 1416″ allows for easy mounting and dismounting therefrom becausethe operator and passenger are not required to pull seat belt 1416″ overhis or her head.

In addition to seat belts 1416, 1416′, 1416″, or 1416′″, door assemblies1500 also help retain the operator and passenger within vehicle 10. Doorassemblies 1500 are positioned adjacent both driver seat 62 andpassenger seat 64. As shown in FIGS. 67-69, door assembly 1500 includesa frame 1502, hinges 1514 and 1520, a latch assembly 1524, and an outercover 1540. In the embodiment of FIG. 67, frame 1502 is comprised of ametal or polymeric material and, illustratively, is stamped to define aplurality of frame members, including an upper frame member 1504, alower frame member 1506, a first brace 1508, and a second brace 1510.Upper and lower frame members 1504 and 1506 extend between side tube 164and mounting tube 308. Braces 1508, 1510 extend between upper and lowerframe members 1504 and 1506 to define openings 1512 a, 1512 b, and 1512c.

The rear ends of upper and lower frame members 1504 and 1506 arehingedly coupled to side tubes 164 through hinges 1514 and 1520. Moreparticularly, a projection 1516 extending from upper frame member 1504is positioned above hinge component 164 a and is pivotally coupledthereto with a fastener 1518. Similarly, a projection 1522 extends fromlower frame member 1506 and is pivotally coupled to hinge component 164b with fastener 1523. As such, door frame 1502 is pivotally coupled toside tube 164.

Alternatively, as shown in FIG. 70, door assembly 1500 may include aframe 1502′ comprised of a plurality of frame members welded together.Frame 1502′ of FIG. 70 includes features similar to those of frame 1502of FIG. 68, with like reference numerals indicating like features,except as disclosed below. Frame 1502′ includes an upper frame member1504′, a lower frame member 1506′, a first brace 1508′, and a secondbrace 1510′. First and second braces 1508′, 1510′ extend between upperand lower frame members 1504′, 1506′ to define openings 1512 a′, 1512b′, 1512 c′.

Referring to FIG. 70, upper frame member 1504′ of frame 1502′ ispivotally coupled to side tube 164 through hinge component 164 a and atab 1554 coupled thereto with fastener 1518. Tab 1554 is welded orotherwise coupled to upper frame member 1504′ and illustratively restsatop hinge component 164 a. Similarly, lower frame member 1506′ includesa tab 1556 welded or otherwise coupled thereto in order to pivotallycouple lower frame member 1506′ to side tube 164. Tab 1556 rests atophinge component 164 b and is coupled to hinge component 164 b withfastener 1523. Latch assembly 1524 is welded or otherwise coupled toframe 1502′ and, illustratively, is coupled to lower frame member 1506′.

Regardless of whether door assembly 1500 includes frame 1502 or 1502′,upper frame member 1504 is operably coupled mounting tube 308 andbracket 320 through latch assembly 1524 (FIGS. 68 and 69). Latchassembly 1524 includes a handle 1526 operably coupled to frame 1502through a spring 1527 and a pin 1528. The tension in spring 1527 allowshandle 1526 to rotate relative to frame 1502, as is further detailedherein.

Latch assembly 1524 further includes a housing 1529 coupled to frame1502 with conventional fasteners (not shown) extending through apertures1534 a of frame 1502 and apertures 1534 b of housing 1529. An arm 1530is positioned within housing 1529 and overlaps a portion of handle 1526.An opening or cut-out 1531 of arm 1530 is configured to engage alatching hook 1536 when securing door assembly 1500 to frame 12 ofvehicle 10, as is further detailed herein. A groove or opening 1532 ofhousing 1529 exposes opening 1531 of arm 1530. A mechanism 1533 forrotating arm 1530 between an open position and a closed position also issupported by housing 1529.

Latching hook 1536 is supported on flange 322 of bracket 320. A platemember 1537 is proximate flange 322 and secures latching hook 1536thereto with fasteners 324. Fasteners 324 are received through apertures1538 of plate member 1537 and apertures 1539 of flange 322. Washers 1535b may be intermediate plate member 1537 and flange 322. Additionally,washers 1535 a may be intermediate fasteners 324 and plate member 1537.

Alternative embodiments of latch assembly 1524 may be configured with adouble-acting latch that allows door assembly 1500 to be partiallyreleased from frame 12 when in a first position and fully released whenin a second position. A catch mechanism (not shown) may be used topartially release door assembly from frame 12 while preventing doorassembly 1500 from rotating to the open position.

Cover 1540 may be outward of frame 1502 and coupled thereto. Coverincludes an upper longitudinal member 1542 generally corresponding toupper frame member 1504 and a lower longitudinal member 1544 generallycorresponding to lower frame member 1506. Cover further includes a firstcross member 1546 and a second cross member 1548 generally correspondingto first and second braces 1508 and 1510, respectively. Longitudinalmembers 1542, 1544, and cross members 1546, 1548 may be comprised of apolymeric material. Covered portions 1550 a, 1550 b, and 1550 c extendbetween longitudinal members 1542, 1544 and cross members 1546, 1548 togenerally correspond to openings 1512 a, 1512 b, and 1512 c,respectively. Covered portions 1550 may be comprised of a fabric orpolymeric material, such as mesh, netting, webbing, or other similarmaterials. Covered portions 1550 may allow air to flow through doorassembly 1500 and also provide additional protection for the operatorand passenger. Covered portion 1550 a may include an opening 1552 forexposing handle 1526 of latch assembly 1524.

Door assembly 1500 may further include side nets or, alternatively, maybe comprised of side nets, additional details of which are disclosed inU.S. patent application Ser. No. 12/484,888, filed on Jun. 15, 2009; andU.S. patent application Ser. No. 12/796,495, filed on Jun. 8, 2010, thecomplete disclosures of which are expressly incorporated by referenceherein. The side nets may be coupled to side tubes 164, oralternatively, side tubes 164 may be removed from frame 12 such that theside nets are coupled to portion 154 b of outer frame rail 154.

Referring to FIG. 71, regardless of whether door assembly 1500 includesstamped frame 1502 or welded frame 1502′, door assembly 1500 may alsoinclude a security bar 1558 extending therefrom. As shown in FIG. 71,security bar 1558 extends below frame 1502 and cover 1540 and may begenerally U-shaped. Bar 1558 is coupled to lower frame member 1504 offrame 1502, or alternatively, may be coupled to lower longitudinalmember 1544 of cover 1540. Security bar 1558 is positioned adjacent theoperator's or passenger's legs to further stabilize and secure theoperator and passenger within vehicle 10.

As shown in FIG. 72, door assembly 1500 is configured to pivot abouthinge 1514 and hinge 1520 in a counter clockwise direction. Inoperation, door assembly 1500 is secured to frame 12 of vehicle 10 whenarm 1530 is engaged with latching hook 1537. When handle 1526 is pulledinwardly, handle 1526 contacts arm 1530 such that mechanism 1533 causesarm 1530 to rotate away from latching hook 1536. As such, when handle1526 is pulled, opening 1531 of arm 1530 no longer engage latching hook1536 and door assembly 1500 may be swung open and moved away from frame12. When door assembly 1500 is closed and secured to frame 12, mechanism1533 causes opening 1531 of arm 1530 to engage latching hook 1536. Asound, for example a “click,” may be heard when latch assembly 1524 ispositively engaged and door assembly 1500 is fully secured to frame 12.An exemplary embodiment of latch assembly 1524 may be available fromEberhard Manufacturing Company.

Illustratively, when door assembly 1500 is in the open position, doorassembly is angled approximately 90 degrees from side tube 164. Hingecomponent 164 a includes a stop surface 165 (FIGS. 67-72) which contactscover 1540 of door assembly 1500 to prevent door assembly 1500 fromrotating past approximately 90 degrees when in the open position. Bylimiting the rotation of door assembly 1500 to approximately 90 degrees,the operator and passenger are able to easily close door assembly 1500when entering vehicle 10. Furthermore, door assembly 1500 may be taperedinwardly such that door assembly 1500 may naturally rotate towards frame12 to assist the operator and passenger when closing door assembly 1500.

As shown in FIG. 67, door assembly 1500 may be generally flush with bodyportion 40 of vehicle 10 such that door assembly 1500 does not extendoutwardly from vehicle 10 when in the closed position. Alternativeembodiments of door assembly 1500 may be full doors that extend betweenouter frame rails 154 (FIG. 9) and frame portion 612 of cab framesection 84 (FIG. 28). The full doors also would be flush with frame 12when closed because frame members, such as frame portion 612, may beprofiled. As shown in FIG. 73, frame portion 612 may have a channel 1560with opposing surfaces 1560 a and 1560 b. An inner surface of the fulldoor may rest against surface 1560 b and an upper surface of the fulldoor may rest against surface 1560 a in order to remain flush with bodyportion 40 when in the closed position. Additionally, frame 12 mayinclude members with two profiled surfaces, additional details of whichare disclosed in U.S. patent application Ser. No. 13/492,589, filed onJun. 8, 2012, the complete disclose of which is expressly incorporatedby reference herein.

Referring to FIGS. 74-76, the operator area contained between doorassembly 1500 includes a grab bar 1562 positioned forward of passengerseat 64 and extending towards the passenger. As shown best in FIGS. 75and 76, grab bar 1562 includes a shaft 1564 and a handle member 1566.Illustratively, handle member 1566 and shaft 1564 define a square incross-section; however, handle member 1566 and shaft 1564 may defineother shapes in cross-section, for example a circle or triangle. Shaft1564 includes a plurality of apertures 1598 which allows grab bar 1562to telescope closer to, or further from, the passenger. Handle member1566 is generally perpendicular to shaft 1564 and defines opposinggripping portions for the passenger to hold onto during operation ofvehicle 10. Handle member 1566 may be coupled to shaft 1564 with acoupler 1568 positioned at the coupling location of handle member 1566and shaft 1564. Handle member 1566 and shaft 1564 may be comprised of apolymeric or metal material, and, in addition to coupler 1568, may becoupled together with conventional fasteners, such as bolts, clips,screws, pins, welds, rivets, adhesive, or other similar components.

A grip or cover 1570 generally surrounds handle member 1566 and aportion of shaft 1564. Grip 1570 has a generally rounded shape thatallows the passenger to comfortably grip grab bar 1562. Grab bar 1562may be comprised of a polymeric material, for example a vibrationisolating material.

Grab bar 1562 is supported on upper frame portion 190, and moreparticularly, on transverse tube 300 and transverse channel 302. Shaft1564 is positioned within cross tube 304 and is configured to telescoperelative thereto, as is further detailed herein. A first or rear insertmember 1572 is adjacent grip 1570 and is positioned intermediate shaft1564 and cross tube 304. Rear insert member 1572 includes a lip 1574 toprevent rear insert member 1572 from sliding forward in cross tube 304.Rear insert member 1572 may include a protrusion 1580 which is receivedwithin an aperture 1582 of cross tube 304 to further retain rear insertmember 1572 within cross tube 304. Protrusion 1580 may be detent fingersor other resilient members configured to slide against the inner surfaceof cross tube 304 and extend outwardly at aperture 1582. Rear insertmember 1572 further includes at least one opening 1584 which generallycorresponds to an opening 1586 of cross tube 304 when rear insert member1572 is positioned therein. A pin 1588 and a clip 1590 may be receivedthrough openings 1584 and 1586 of respective rear insert member 1572 andcross tube 304. Furthermore, when shaft 1564 is positioned within crosstube 334, pin 1588 may be inserted through openings 1584, 1586, and oneof apertures 1598 in order to lock the position of grab bar 1562relative to cross tube 304. The square cross-section of shaft 1564 doesnot allow rotation within cross tube 304, and therefore, may preventgrab bar 1562 from rattling or moving when vehicle 10 is in use.Additionally, illustrative rear insert member 1572 is a bushing that maybe comprised of a polymeric material to further prevent rattling ormovement or between shaft 1564 and cross tube 304.

A second or forward insert member 1576 is intermediate shaft 1564 andcross tube 304 and is generally opposite rear insert member 1572.Forward insert member 1576 includes a lip 1578 and is positionedgenerally below transverse channel 302. Forward insert member 1576 maybe comprised of a polymeric material and illustratively is a bushingbetween shaft 1564 and cross tube 304. Forward insert member 1576 alsomay include a protrusion 1592 that extends from an aperture 1594 ofcross tube 304 to couple forward insert member 1576 to cross tube 304.Protrusion 1592 may be detent fingers or other resilient membersconfigured to slide against the inner surface of cross tube 304 andextend outwardly from aperture 1594. Forward insert member 1576 furtherincludes at least one opening 1596 which may correspond to an opening(not shown) of cross tube 304 when forward insert member 1576 ispositioned therein. Conventional fasteners, such as pins, clips, bolts,and screws may be received through opening 1596 of forward insert member1576 and the corresponding opening in cross tube 304.

In operation, when the passenger desires to change the position of grabbar 1562, pin 1588 and clip 1590 are removed from cross tube 304, rearinsert member 1572, and shaft 1564. Grab bar 1562 is pulled in agenerally rearward direction relative to cross tube 304 in order toposition grab bar 1562 closer to the passenger. Conversely, grab bar1562 is pushed in a generally forward direction relative to cross tube304 in order to position grab bar 1562 further from the passenger. Whengrab bar 1562 is in the desired position, one of apertures 1598 alignswith openings 1584 of rear insert member 1576 and openings 1586 of crosstube 304 in order to receive pin 1588 therethrough. Clip 1590 also iscoupled to pin 1588. As such, the configuration of grab bar 1562accommodates different passengers with different physicalcharacteristics, such as different heights or different arm lengths.Additional details of grab bar 1562 are available in U.S. patentapplication Ser. No. 13/492,589, filed on Jun. 8, 2012, the completedisclose of which is expressly incorporated by reference herein.

As shown in FIGS. 77 and 78, the operator controls in the operator areaalso include a steering assembly 1600 having a steering wheel 1602, asteering column 1604, a steering rod 1606 having portions 1606 a and1606 b, steering shafts 1162 operably coupled to ground engaging members14, and a steering adjustment mechanism 1610. Steering wheel 1602 isoperably coupled to steering rod portion 1606 a through steering column1604 and a U-joint 1608. Steering rod portions 1606 a and 1606 b areoperably coupled to each other through a U-joint 1608 and are operablycoupled to steering shafts 1162 through a U-joint 1608.

Referring to FIG. 78, steering wheel 1602 and steering column 1602 areforward of driver seat 62 and are supported on transverse tube 300through steering mount 306. Steering adjustment mechanism 1610 allowssteering column 1604 and steering wheel 1602 to tilt upwardly ordownwardly to accommodate the preferences of various operators.Additionally, steering adjustment mechanism 1610 may allow steeringwheel 1602 to telescope relative to transverse tube 300 to adjust thefore and aft position of steering wheel 1602 (i.e., to adjust theposition of steering wheel 1602 closer or further from the operator).

Steering adjustment mechanism 1610 includes a housing 1612, a lever1614, a lever bracket 1616, a coupler 1618, and friction pads or plates1620. Housing 1612 may be comprised of a metal material and generallysurrounds a portion of steering column 1604. Lever 1614 is supported onhousing 1612 by lever bracket 1616 such that lever 1614 is outside ofhousing 1612. Lever 1614 is coupled to bracket 1616 and housing 1612 bycoupler 1618.

Friction pads 1620 are intermediate housing 1612 and lever bracket 1616,and illustratively include a first pad 1620 a and a second pad 1620 b.Coupler 1618 may extend through apertures (not shown) in friction pads1620 a, 1620 b to secure friction pads 1620 a, 1620 b between housing1612 and lever bracket 1616. Friction pads 1620 a and 1620 b arecomprised of a polymeric or friction material and have complimentary andadjacent profiled surfaces at the interface therebetween. For example,friction pad 1620 a may have a convex profiled surface facing a concaveprofiled surface on friction pad 1620 b. The profiled surfacesfrictionally engage each other in order to maintain a particularposition and tilt angle of steering wheel 1602.

In order to tilt steering wheel 1602, the operator actuates lever 1614,which disengages friction pad 1620 a from friction pad 1620 b. As such,friction pad 1620 a is not frictionally engaged with friction pad 1620b, which allows steering wheel 1602 to move or tilt relative to housing1612. More particularly, the operator is able to push up or pull down onsteering wheel 1602 when the profiled surface of friction pad 1620 a isnot frictionally held against the profiled surface of friction pad 1620b. As shown best in FIG. 78, the tilt angle of steering wheel 1602 maybe approximately 45 degrees.

When steering wheel 1602 is in the desired position, lever 1614 is againactuated in order to frictionally engage friction pad 1620 a withfriction pad 1620 b. More particularly, the profiled (e.g., convex)surface of friction pad 1620 a aligns or mates with the profiled (e.g.,concave) surface of friction pad 1620 b to retain steering wheel 1602 ina particular position. The engagement between friction pads 1620 a, 1620b also may prevent rattling or other movement in steering assembly 1600.Exemplary components of steering assembly 1600 may be available fromAdmiral Tool & Manufacturing Co. of Michigan.

Alternative embodiments of steering adjustment mechanism 1610 mayinclude grooves or apertures that receive a pin or other similar devicein order to move steering wheel 1602 incrementally when the pin isreleased from the aperture or groove. A further alternative embodimentof steering adjustment mechanism 1610 includes a gas shock absorberpositioned below steering wheel 1602 for adjusting the tilt position ofsteering wheel 1602, additional details of which may be available inU.S. patent application Ser. No. 13/492,589, filed on Jun. 8, 2012, thecomplete disclose of which is expressly incorporated by referenceherein.

Referring to FIGS. 77, 79, and 80, the operator controls further includean accelerator pedal 1622, which also operates to move ground engagingmembers 14, 16. Accelerator pedal 1622 is coupled to an arm 1626comprised of a resilient material, thereby allowing arm 1626 to flexwithout breaking when the operator depresses accelerator pedal 1622. Arm1626 is pivotally coupled to an electrical system 1700 (FIG. 85) ofvehicle 10 through an electronic throttle control (“ETC”) 1640. ETC 1640is electrically coupled to throttle bodies 840 (FIG. 36) at engine 802(FIG. 34). Illustratively, the housing for ETC 1640 is supported by aplate 1642 and is coupled to an upper front panel 1646 with fasteners1644. It may be appreciated that the illustrative housing of ETC 1640does not support a throttle cable because ETC 1640 is in electricalcommunication with engine 802.

Accelerator pedal 1622 is positioned in a foot well of the operatorarea. As shown in FIG. 77, accelerator pedal 1622 is positioned belowsteering wheel 1602 and is adjacent a brake pedal 1624. Additionally,accelerator pedal 1622 is above a floor board panel 1630 and is rearwardof a lower front panel 1628. Lower front panel 1628 includes a profiledrecess 1634 that is configured to receive arm 1626 when acceleratorpedal 1622 is depressed and arm 1626 moves in a forward direction.Illustratively, profiled recess 1634 is molded into lower front paneland functions as a “stop” for arm 1626 and accelerator pedal 1622.

In operation, as shown best in FIG. 80, when vehicle 10 is not moving,accelerator pedal 1622 and arm 1626 are in an idle position A₁. When inposition A₁, accelerator pedal 1622 and arm 1626 are spaced apart fromprofiled recess 1634 and vehicle 10 is not moving. However, when theoperator depresses accelerator pedal 1622, arm 1626 and acceleratorpedal 1622 are moved in a forward direction and pivot relative to ETC1640. The pivoting motion of arm 1626 signals ETC 1640 to open throttlebodies 840, thereby causing vehicle 10 to move. Accelerator pedal 1622may be depressed to a “wide open” or maximum throttle position A₂, whichalso correlates to the maximum movement of accelerator pedal 1622 andarm 1626. When in position A₂, arm 1626 may contact recess 1634 whichstops the forward movement of arm 1626. When in position A₂, arm 1626resiliently flexes to allow accelerator pedal 1622 to contact floorboard panel 1630 before arm 1626 is flexed to a breaking point.

Referring again to FIG. 77, floor board panel 1630 and lower front panel1628 are forward of driver seat 62 and may include a stationary “deadpedal” 1648. Walls 1649 elevate dead pedal 1648 relative to floor boardpanel 1630 and lower front panel 1628. Dead pedal 1648 supports theoperator's left foot when the operator is seated in driver seat 62. Theposition of dead pedal 1648 provides a natural and comfortable positionfor the operator's foot. The upper surface of dead pedal 1648 may betextured to prevent the operator's foot from sliding. Additionally,floor board panel 1630 may include a recessed pocket 1650 forward ofdriver seat 62. Pocket 1650 is sized and positioned to accommodate atleast the heel of the operator's right foot, which may increase theoperator's comfort when depressing accelerator pedal 1622.

FIG. 77 also discloses that the passenger side of vehicle 10 includes afloor board panel 1632 and a lower front panel 1636 forward of passengerseat 64. Floor board panel 1632 also may include a recessed pocket 1658for supporting the passenger's feet, for example, the passenger's leftheel or foot. Additionally, floor board panel 1632 and lower front panel1636 support an inner dead pedal 1652 and an outer dead pedal 1654.Illustratively, inner dead pedal 1652 is angled relative to floor boardpanel 1632. Additionally, inner dead pedal 1652 may be flush with lowerfront panel 1635 and, therefore, would be angled at the same degree aslower front panel 1636. Alternatively, inner dead pedal 1652 may includewalls (not shown) for elevating and angling inner dead pedal 1652relative to lower front panel 1636 and floor board panel 1632. Innerdead pedal 1652 is positioned at a natural and comfortable location forthe passenger's left foot and may include a textured surface to preventthe passenger's foot from slipping.

Outer dead pedal 1654 is supported by both floor board panel 1632 andlower front panel 1636. Outer dead pedal 1654 includes walls 1656 thatelevate outer dead pedal 1654 relative to floor board panel 1632 andlower front panel 1636. Illustratively, outer dead pedal 1654 is offsetfrom inner dead pedal 1652, and more particularly, is rearward of innerdead pedal 1652. Outer dead pedal 1654 also may be angled relative tofloor board panel 1632, and more particularly, may be angled at the samedegree as inner dead pedal 1652. As such, illustrative inner and outerdead pedals 1652, 1654 are offset from each other but positioned inparallel planes. Outer dead pedal 1654 provides a natural andcomfortable location for the passenger's feet (e.g., the right foot) andmay include a textured surface to prevent the passenger's foot fromslipping.

As shown in FIGS. 81 and 82, floor board panels 1630, 1632 each mayinclude at least one drain 1680 to allow fluids, dirt, and debris toexit the operator area when drain 1680 is open. Drain 1680 includes acap 1682 that is removably coupled to a drain opening 1684 in floorboard panels 1630, 1632. Drain cap 1682 includes a handle 1686, a bodyportion 1688, and a locking tab 1690. Handle 1686 extends upwardly frombody portion 1688 to allow the operator or passenger to rotate drain cap1682. Locking tabs 1690 are illustratively positioned below body portion1688. Drain cap 1682 is positioned above drain opening 1684 and isrotatably coupled thereto, as is further detailed herein.

Drain opening 1684 includes a receiving surface 1692 that generallycorresponds to the shape of body portion 1688 of cap 1682. Drain opening1684 also includes channels 1694 for receiving locking tabs 1690 of cap1682. When closed, body portion 1688 of cap 1682 contacts receivingsurface 1692 and locking tabs 1690 extend within channels 1694. Whenhandle 1686 is rotated to the closed position, locking tabs 1690 rotatebelow receiving surface 1692 such that locking tabs 1690 are no longeraligned with channels 1694. As such, drain cap 1682 may not be releasedfrom drain opening 1684. Conversely, when drain caps 1682 are rotated tothe open position, locking tabs 1690 are aligned with channels 1694 suchthat locking tabs 1690 may be pulled through channels 1694. As such,drain caps 1682 may be released from drain opening 1684 which allowsdirt, debris, and fluids to flow from the operator area and belowvehicle 10. Illustrative drain caps 1682 may be snapped into, orreleased from, drain openings 1684 with only quarter turns (i.e.,rotation through one-fourth of drain cap 1682).

Alternatively, floor board panels 1630, 1632 may include other removableportions. In one embodiment, floor board panels 1630, 1632 includeremovable portions larger than drains 1680. In another embodiment, floorboard panels 1630, 1632 are removable from vehicle 10. However, floorboard panels 1630, 1632 and/or frame 12 would include seals for sealingfloor board panels 1630, 1632 against the frame members to preventfluids, dirt, debris, and noise from entering the operator area.

Referring to FIGS. 77, 81, and 83, the operator area further includes acenter console 1660 having cup holders 1662, a shifter boot 1664, and anaccess panel 1666. Access panel 1666 may be opened to provide access todrivetrain 30 and other components of vehicle 10 for cleaning,maintenance, and other actions. Console 1660 may be comprised of apolymeric material and is illustratively positioned between seatmounting brackets 126 on the driver side and the passenger side ofvehicle 10. Console 1660 extends above floor board panels 1630, 1632 andextends in a generally longitudinal direction of vehicle 10.

As shown in FIG. 83, shifter boot 1664 supports a shift lever 1668 forsignaling the drive mode of vehicle 10. Shifter boot 1664 is coupled toa top surface of console 1660. More particularly, shifter boot 1664 issealed against the top surface of console 1660 in order to seal theoperator area from dirt, debris, fluids, and noise from below vehicle10.

Shift lever 1668 extends through shifter boot 1664 and includes an arm1670. Arm 1670 is pivotally coupled to a pivot member 1672 at pivotpoint 1674. Pivot member 1672 connects shift lever 1668 to a cable 1676for signaling the drive mode to drivetrain 30. As shown in FIG. 83, lessthan half of arm 1670 is positioned within shifter boot 1668 whichallows shifter boot 1664 to remain close to pivot point 1674. Therefore,shifter boot 1664 does not move excessively during movement of shiftlever 1668.

Dash 46 is positioned within the operator area and supports as steeringwheel 1602 and gauges (FIG. 77), as is further detailed herein.Referring to FIG. 84, dash 46 also supports at least one storagecontainer 1704 having a front end 1706 and a rear end 1708. Storagecontainer 1704 is supported on a bottom surface of dash 46 and ispositioned over the foot well area of the operator area. Storagecontainer 1704 is open to the operator area such that the passenger canreach into storage container without opening a door or removing a cover.Alternatively, storage container 1704 may include a removable orrotatable cover that extends over rear end 1708 of storage container1704. Contents positioned within storage container 1704 remain thereinduring operation of vehicle 10 because front end 1706 of storagecontainer 1704 is angled downwardly.

Dash 46 also includes a glove box 1709 for additional storage in theoperator area. Glove box 1709 may include a cover for securing thecontents therein, which is configured to rotate or slide to expose thecontents within glove box 1709. Additionally, dash 46 has at least oneboss 1707 for mounting accessories within the operator area.

Additional operator controls 68 are accessible to the operator andpassenger when seated in the operator area. For example, and referringto FIG. 84, electrical system 1700 may include a light 1702 projectingbelow dash 46. Illustrative light 1702 may be a light emitting diode(“LED”) or other similar device configured to illuminate the foot wellof the operator area. Light 1702 is illustratively shown on thepassenger side of vehicle 10, however, the driver side also may includelight 1702. As shown, light 1702 illuminates floor board panel 1632 andlower front panel 1636, as well as inner dead pedal 1652 and outer deadpedal 1654 in front of passenger seat 64. Light 1702 also may illuminatestorage container 1704 and console 1660, including cup holders 1662 andshift lever 1668. Additional lights (not shown) also may be used toilluminate other components of the operator area and vehicle 10.

Light 1702 may be electrically coupled to electrical system 1700, andmay be controlled through a switch (not shown). The switch may bemanually activated by the operator or passenger, or may be automaticallyactivated by electrical system 1700. Electrical system 1700 may turn onlight 1702 only when the headlights and/or other lights within theoperator area are illuminated, or may turn on light 1702 when vehicle 10starts such that light 1702 remains on when vehicle 10 is operating.

As shown in FIGS. 77 and 85, dash 46 also supports other components ofelectrical system 1700, such as a power sports interface (“PSI”) 1724.PSI 1724 is an interface for a graphical multi-functional display, suchas a display unit 1710, which is positioned on dash 46 and is accessibleto the operator. Through display unit 1710, PSI 1724 displays variousfunctional groups of vehicle 10 as pages of a multi-page menu structure.For example, the functional groups of PSI 1724 may include vehicleperformance, vehicle dynamics, component setup, infotainment,navigation, weather, and phone and other external communications, as isdetailed further herein. Display unit 1710 may be a double din unit inorder to accommodate the various outputs.

Display unit 1710 may be a color touch screen graphical device, oralternatively, may include buttons and switches on display unit 1710,dash 46, steering wheel 1602, or other locations within the operatorarea for selecting the options presented on display unit 1710. Displayunit 1710 also may include a light indicator 1712 and/or an audio signalfor indicating a particular status of a component of vehicle 10.

Additionally, dash 46 may support various buttons, levers, or switches,such as ignition push button 1714 (FIG. 84), of electrical system 1700.Bosses 1707 on dash 46 also may support other components of vehicle 10,for example a CD, MP3, or musical player, a Bluetooth or wireless systemfor cell phones, and other systems or components in order to integratethose accessories into vehicle 10.

Alternatively, accessories such as cell phones, computers, musicalplayers, or chargers for these various devices may be integrated intovehicle 10 near seats 62, 64. For example, a panel or box (not shown)may be positioned intermediate seats 62, 64, or positioned intermediateseats 62 or 64 and door assembly 1500 or side tubes 164, to support cellphones, computers, musical players, chargers, or GPS devices.Additionally, a panel or box may be supported under hood 42 foradditional storage and support locations for accessories and cargo.Whether adjacent seats 62, 64, or under hood 42, the panels or boxes maybe sealed to prevent fluids, dirt, and debris from entering and damagingthe accessories therein, and therefore, are considered dry storagecontainers.

Frame tubes 602, 606, 610, 612, 614, 622, 624 of cab frame section 84(FIG. 28) may include openings for passing the wires of the variousintegrated accessories (e.g., cell phones, chargers, computers, GPSdevices, or musical players) to other locations of vehicle 10. As such,cab frame section 84 further integrates these accessories into vehicle10 and also prevents the electrical wires from interfering with theoperator area. Additionally, by supporting the wires for the variouson-board and external devices within the frame tubes of cab framesection 84, zip ties or other coupling components are not required forsecuring the wires in vehicle 10.

Electrical system 1700 may operate various components of vehicle 10 asfollows. Vehicle 10 may be started using a remote mechanism, such as awireless or radio frequency (“RF”) key fob 1716. When key fob 1716 isbrought into proximity with vehicle 10, key fob 1716 communicates awireless, RF, or other identification signal to a vehicle control unit1730 (“VCU”) and/or an engine control unit 1732 (“ECU”) of electricalsystem 1700. The polymeric components of vehicle 10, such as body panels40 and dash 46, are comprised of materials that allow transmission ofRF, wireless, or other signals to and from key fob 1716. When VCU 1730identifies key fob 1716 as being associated with vehicle 10, theoperator may turn on vehicle 10 by depressing ignition push button 1714.As shown in FIG. 85, VCU 1730 and ECU 1732 may be coupled to a battery1722 in order to power VCU 1730 and ECU 1732 when vehicle 10 is notturned on. Alternatively, vehicle 10 may be started using a conventionalkey that is turned in the ignition

When vehicle 10 is operating, VCU 1730 and ECU 1732 may communicate witheach other and also may send signals to display unit 10 to allow theoperator and passenger to view the functions, operations, and status ofthe components of vehicle 10. For example, through PSI 1724, displayunit 1710 may output the speed of vehicle 10, fluid and temperaturelevels, the time, the geographic coordinates of vehicle 10, the weather,the charging status of on-board and external devices, warnings, alarms,and other indicators to alert the operator of a status of the componentsof vehicle 10. PSI 1724 also may cooperate with internet or satellitesignals to display a web browser, GPS, infotainment system, audio orsound displays, and/or other network or system outputs on display 1710.More particularly, PSI 1724 includes at least one network interfaces forallowing display unit 1710 to communicate with, display informationfrom, and/or control certain aspects of the various components ofelectrical system 1700.

For example, one of the control functions of PSI 1724 displayed ondisplay unit 1710 relates to a vehicle control system, which includes anengine management system, a drivetrain management system, a transmissioncontrol, a steering control, a suspension control, a traction control,stability control, and drive modes. Additional details about the drivemodes are disclosed in U.S. Ser. No. 13/152,981, filed on Jun. 3, 2011,and Ser. No. 13/325,561 filed Dec. 14, 2011 the complete disclosures ofwhich are expressly incorporated by reference herein. PSI 1724 allowsthe operator to select pre-designed active vehicle dynamic controlalgorithms, which are presented on display unit 1710, for viewing andtuning vehicle dynamics and performance. The active vehicle dynamiccontrol algorithms may reside in PSI 1724 or another vehicle module.Additionally, the vehicle control system of PSI 1724 may display serviceor diagnostic alerts from various vehicle systems. The information fromthe vehicle control system of PSI 1724 may be uploaded to externaldevices, such as cell phones, smart phones, computers, cellularnetworks, wireless or satellite networks, the internet, a computernetwork, or other vehicle networks via one or more of the networkinterfaces of PSI 1724. Exemplary network interfaces of PSI 1724 mayinclude CAN, Bluetooth, Wi-Fi, GSM, USB, and others.

Additionally, PSI 1724 connects to and manages the infotainment systemsof vehicle 10 through interconnection to on-board and external devices,such as smart phones, radio receivers, USB memory devices, audiodevices, amplifiers, speakers, and wired or wireless headsets.Additionally, PSI 1724 may include audio amplifiers and drivers for theexternal devices.

PSI 1724 also cooperates with display unit 1710 to overlay the locationof vehicle 10 onto maps, terrain images, obstacle maps, and/or satelliteand weather imagery. PSI 1724 also may record, save, and display vehiclelog data and ride information. The log data and ride information may becommunicated to on-board and external devices through at least one ofthe network interfaces.

Furthermore, electrical system 1700 may include cameras at the frontand/or rear ends of vehicle 10, and through display unit 1710, PSI 1724may display the video data. Additionally, PSI 1724 may be configured toplayback the data on display unit 1710 or to send the data to anotherdevice via one of the network interfaces.

PSI 1724 also may control a security system for vehicle 10. Additionaldetails of an exemplary security system are disclosed in U.S. U.S. Ser.No. 12/475,531, filed on May 31, 2009, the complete disclosure of whichis expressly incorporated by reference herein. Additionally, throughdisplay unit 1710, PSI 1724 may display anti-collision warnings that aregenerated by external devices on vehicle 10. Alternatively, theanti-collision warnings may be generated by external inputs andalgorithms that are included in PSI 1724.

Electrical system 1700 also may include a feedback system forcommunicating with various sensors, such as a sensor on light 1702 orother illumination devices (e.g., headlights), a sensor on seat belts1416, and a MAP sensor 1728 on engine air intake system 820 (FIG. 37).For example, VCU 1730 and/or ECU 1732 communicate with the sensor onlight 1702 to determine if light 1702 has been turned on. Depending onthe conditions, such as time of day, operating conditions, orpre-configured parameters, electrical system 1700 may automatically turnon light 1702.

Additionally, VCU 1730 and/or ECU 1732 communicate with the sensor onseat belt 1416 to determine if the operator and/or passenger havesecurely latched seat belt 1416 before operation of vehicle 10. If thesensor indicates that seat belt 1416 is not engaged, a visual or audiblealert may be communicated to the operator through light indicator 1712on display unit 1710. Furthermore, ECU 1732 may prevent vehicle 10 frommoving if the sensor indicates that seat belt 1416 is not latched.

VCU 1730 and/or ECU 1732 also communicate with MAP sensor 1728 (FIGS. 37and 85) on intake system 820 to monitor intake air pressure. Displayunit 1710 may output the intake pressure which alerts the driver to thereduction made by the filter and/or whether the filter is dirty andshould be changed.

When vehicle 10 is no longer operating, ECU 1732 may include acontrolled chassis relay which allows ECU 1732 to remain operational(via battery 1722) for a predetermined amount of time after vehicle 10is shut off. For example, ECU 1732 may remain operational forapproximately 30 seconds after the operator turns off vehicle 10 inorder to maintain the operation of various components of electricalsystem 1700. For example, after vehicle 10 is turned off, ECU 1732 maymaintain operation of head lights, tail lights, light 1702 in theoperator area, communication devices, and/or the security system for thepredetermined time limit (e.g., 30 seconds).

In addition to the accessories of electrical system 1700, vehicle 10also supports other accessories thereon. For example, as shown in FIGS.86-88, a winch assembly 1750 may be supported on vehicle 10 on theoutside of body portion 40 of vehicle 10. Alternatively, winch assembly1750 may be positioned within body portion 40 of vehicle 10 to allow theoperator access to winch assembly 1750 from the operator area. A furtherembodiment may include more than one location (e.g., a front endlocation and a rear end location) for winch assembly 1750 such thatframe 12 may support more multiple winch assemblies 1750.

Winch assembly 1750 includes a winch device 1752, a device brace 1754,an alignment plate 1756, and a guide device 1758. Winch device 1752 issupported by device brace 1754, which is coupled to channels 222 andplate 224 at the front end of frame 12. As shown best in FIG. 88, winchdevice 1752 is intermediate tube portions 200 b and frame tubes 202.More particularly, winch device 1752 is forward of frame tubes 202 andis rearward of tube portions 200 b. Additionally, because winch device1752 is coupled to channels 222 and plate 224, winch device 1752 isspaced apart from frame tubes 152. Illustratively, winch device 1752 ispositioned above frame tubes 152 and device brace 1754 is coupled tochannels 222 and plate 224 with fasteners 1760 and 1762, respectively.

Winch device 1752 is rearward of bracket 230 but the cable, rope, orline (not shown) that extends therefrom may be received through anopening (not shown) in bracket 230. When in use, the cable continuouslyextends from bracket 230 to bracket 240 which is forward of bracket 230.The cable extends through an aperture 240 e of bracket 240 and alsopasses through an aperture 1764 of alignment plate 1756 before extendingthrough an aperture (not shown) of guide device 1758. Alignment plate1756 is coupled to bracket 240 and is intermediate bracket 240 and guidedevice 1758 when in use. Guide device 1758 is forward of alignment plate1756 and includes rollers 1766 or other rounded devices. Rollers 1766prevent damage to the cable of winch device 1752 if the cable slides tothe outer edges of the aperture of guide device 1758. The cable may becoupled to an external object in order to carry or support the object.Winch device 1752 includes a retraction mechanism to retract the cableinto winch device 1752 when not in use. Additional detailed of winchassembly 1750 are disclosed in U.S. patent application Ser. No.13/492,589, filed on Jun. 8, 2012, the complete disclose of which isexpressly incorporated by reference herein.

As shown in FIGS. 89-91C, body portion 40, including hood 42, frontfender 44, dash 46, sideboard 48, front floorboard 50, rear sideboard52, and rear cargo area 56, may be coupled to each other with connectors1770. Illustratively, connectors 1770 are “H” connectors which areconfigured to couple with projections 1772 extending from body portions40. Projections 1772 have opposing angled surfaces 1774 generallydefining a V-shape. A distal end 1776 is coupled to a rear surface ofbody portions 40 and is wider than a proximate end 1778 which extendsfrom the rear surface of body portions 40. Proximate end 1778 isreceived through apertures 1780 in adjacent body portions 40 to coupleadjacent body portions to each other.

Connectors 1770 are coupled to proximate end 1778 in order to furthersecure adjacent body portions 40 together. Connectors 1770 also includeopposing angled surfaces 1782, 1784, which generally correspond toopposing surfaces 1774 of projections 1772. Connectors 1770 also includean arm 1786 extending along a portion of surface 1782 and an arm 1788extending along a portion of surface 1784. Tabs 1790 are positioned at adistal end 1792 of connectors 1770. A proximate end 1794 is narrowerthan distal end 1792.

In operation, when projections 1772 of body portions 40 are receivedthrough apertures 1780 of adjacent body portions 40, connectors 1770slide over projections 1772 to further secure adjacent body portions 40together. In particular, distal end 1792 of connector 1770 is coupled todistal end 1776 of projection 1772 such that tabs 1790 are in contactwith the rear surface of body portions 40. Proximate end 1794 is coupledto proximate end 1778 of projections 1772. When connectors 1770 arereceived over projections 1772, arms 1786, 1788 engage opposing surfaces1774 of projections 1772 to prevent connectors 1770 from sliding off ofprojections 1772. As such, connectors 1770 remain coupled to projections1772, thereby securing body portions 40 to each other.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A utility vehicle, comprising: a plurality ofground-engaging members; a frame supported by the ground-engagingmembers; a drivetrain supported by the frame; an operator's area definedby side by side seats and operator controls; a cab frame covering theoperator's area and defined by at least first and second front supportportions, at least first and second rear support portions, andlongitudinally extending sections coupling the front and rear supportportions; and the operator's area having a driver seat having a driverrestraint harness and a passenger seat having a passenger restraintharness, the driver seat and the passenger seat being in a side-by-sidearrangement, the cab frame being configured to support the driverrestraint harness for the driver seat and the passenger restraintharness for the passenger seat, the driver and passenger restraintharnesses each comprising a first coupling location, a second couplinglocation, a third coupling location, a fourth coupling location, and alatching mechanism, wherein a first shoulder belt retractor is coupledto the cab frame at the first coupling location of the driver restraintharness and a second shoulder belt retractor is coupled to the cab frameat the first coupling location of the passenger restraint harness, andthe first and second shoulder belt retractors are rearward of a rearsurface of a seat back of the respective driver and passenger seats,each of the first and second shoulder belt retractors being configuredto adjust a length of a respective belt, and the third and fourthcoupling locations for the driver restraint harness and the passengerrestraint harness are directly coupled to the frame and positionedvertically lower than the latching mechanism of the respective driverand passenger restraint harnesses and laterally outward from seatbottoms of the driver seat and the passenger seat, and wherein the thirdcoupling location of the driver restraint harness and the passengerrestraint harness includes a hip retractor coupled to the frame, and atleast a portion of the hip retractor of the driver restraint harness andthe passenger restraint harness being positioned above an upper surfaceof the respective seat bottom and at least a portion of the hipretractor of the driver restraint harness and the passenger restraintharness being positioned below the upper surface of the respective seatbottom.
 2. The utility vehicle of claim 1, wherein the shoulder beltretractors are coupled to the first and second rear support portions. 3.The utility vehicle of claim 1, wherein the cab frame further comprisesa cross bar extending between the first and second rear supportportions, and the shoulder belt retractors are coupled to the cross bar.4. The utility vehicle of claim 3, wherein the shoulder belt retractorsare coupled to the cross bar vertically positioned below a top of seatbacks.
 5. The utility vehicle according to claim 3, wherein pluralshoulder belt retractors are provided for each seat.
 6. The utilityvehicle according to claim 1, wherein each of the hip retractors at thethird coupling location of the driver restraint harness and thepassenger restraint harness is coupled to the frame on one lateral sideof the respective seat.
 7. The utility vehicle according to claim 6,wherein the fourth coupling location of the driver restraint harness andthe passenger restraint harness each comprises a hip retractor coupledto the frame on a second lateral side of the respective seats, whereinthe hip retractors of the driver restraint harness are laterallyadjacent to a seat bottom of the driver seat, and wherein the hipretractors of the passenger restraint harness are laterally adjacent toa seat bottom of the passenger seat.
 8. The utility vehicle of claim 1,wherein the shoulder belt retractor of the driver restraint harness iscompletely rearward of the rear surface of the seat back of the driverseat.
 9. The utility vehicle of claim 1, wherein the belt of the driverrestraint harness is extendable over a front surface of the seat back ofthe driver seat.
 10. The utility vehicle of claim 1, wherein the driverrestraint harness further includes a second belt, the belt of the firstshoulder belt retractor being retractably coupled at the first couplinglocation and the driver latching mechanism and the second belt beingretractably coupled at the second coupling location and the driverlatching mechanism, and the passenger restraint harness further includesa second belt, the belt of the second shoulder belt retractor beingretractably coupled at the first coupling location and the passengerlatching mechanism and the second belt being retractably coupled at thesecond coupling location and the passenger latching mechanism, the firstand second belts of both the driver restraint harness and the passengerrestraint harness configured to extend over an upward facing outersurface of the respective driver and passenger seats.
 11. The utilityvehicle of claim 1, wherein the third coupling locations for the driverrestraint harness and the passenger restraint harness are directlycoupled to the frame at a position vertically lower than an uppersurface of the seat bottom of the driver and passenger seats.
 12. Theutility vehicle of claim 11, wherein the fourth coupling locations forthe driver restraint harness and the passenger restraint harness arepositioned one of vertically above and vertically aligned with the seatbottom of the driver and passenger seats.
 13. A utility vehicle,comprising: a plurality of ground-engaging members; a frame supported bythe ground-engaging members; a drivetrain supported by the frame; and anoperator area having a seating portion supported by the frame andincluding a driver seat having a driver restraint harness and alongitudinal midline and a passenger seat having a passenger restraintharness and a longitudinal midline, the driver seat and the passengerseat being in a side-by-side arrangement, the frame being configured tosupport the driver restraint harness for the driver seat and thepassenger restraint harness for the passenger seat, the driver restraintharness being coupled to the frame at a first left side couplinglocation and a second left side coupling location, wherein the firstleft side coupling location and the second left side coupling locationare rearward of a rear surface of a seat back of the driver seat andbelow a top of the seat back of the driver seat, and the driverrestraint harness being further coupled to the frame in at least one ofa third left side coupling location, a fourth left side couplinglocation, a fifth left side coupling location, and a sixth left sidecoupling location, and the passenger restraint harness being coupled tothe frame at a first right side coupling location and a second rightside coupling location, wherein the first right side coupling locationand the second right side coupling location are rearward of a rearsurface of a seat back of the passenger seat and below a top of the seatback of the passenger seat, and the passenger restraint harness beingfurther coupled to the frame in at least one of a third right sidecoupling location, a fourth right side coupling location, a fifth rightside coupling location, and a sixth right side coupling location, thedriver restraint harness including a first strap retractably coupled atthe first left side coupling location and a second strap retractablycoupled at the second left side coupling location and the passengerrestraint harness including a first strap retractably coupled at thefirst right side coupling location and a second strap retractablycoupled at the second right side coupling location, the first strap ofboth the driver restraint harness and the passenger restraint harnessbeing completely positioned to a first side of the longitudinal midlineof the respective seat and the second strap of both the driver restraintharness and the passenger restraint harness being completely positionedto a second side of the longitudinal midline of the respective seat, thesecond side of the longitudinal midline being opposite the first side ofthe longitudinal midline, and both straps of each restraint harnessbeing configured to extend over an upward facing outermost surface ofthe seat back of the respective driver and passenger seats.
 14. Theutility vehicle of claim 13, wherein the driver restraint harness andthe passenger restraint harness each includes the third and fourth leftand right side coupling locations, the third and fourth left sidecoupling locations for the driver restraint harness are positionedlaterally outward from a seat bottom of the driver seat, and the thirdand fourth right side coupling locations for the passenger restraintharness are positioned laterally outward from a seat bottom of thepassenger seat.
 15. The utility vehicle of claim 13, wherein the driverrestraint harness and the passenger restraint harness each includes thethird, fourth, fifth and sixth left and right side coupling locations,the fifth and sixth left side coupling locations for the driverrestraint harness are positioned below and generally forward of a seatbottom of the driver seat, and the fifth and sixth right side couplinglocations for the passenger restraint harness are positioned below andgenerally forward of a seat bottom of the passenger seat.
 16. Theutility vehicle of claim 13, further comprising a driver latchingmechanism for the driver restraint harness, the driver restraint harnessbeing configured such that the first strap and the second strap of thedriver restraint harness are coupled to the driver latching mechanism,and the driver restraint harness further includes at least one of athird strap retractably coupled at the third left side coupling locationfor the driver restraint harness and the driver latching mechanism, afourth strap retractably coupled at the fourth left side couplinglocation for the driver restraint harness and the driver latchingmechanism, a fifth strap retractably coupled at the fifth left sidecoupling location for the driver restraint harness and the driverlatching mechanism, and a sixth strap retractably coupled at the sixthleft side coupling location for the driver restraint harness and thedriver latching mechanism.
 17. The utility vehicle of claim 16, furthercomprising a passenger latching mechanism for the passenger restraintharness, the passenger restraint harness being configured such that thefirst strap and the second strap of the passenger restraint harness arecoupled to the passenger latching mechanism, and the passenger restraintharness further includes one of a third strap retractably coupled at thethird right side coupling location for the passenger restraint harnessand the passenger latching mechanism, a fourth strap retractably coupledat the fourth right side coupling location for the passenger restraintharness and the passenger latching mechanism, a fifth strap retractablycoupled at the fifth right side coupling location for the passengerrestraint harness and the passenger latching mechanism, and a sixthstrap retractably coupled at the sixth right side coupling location forthe passenger restraint harness and the passenger latching mechanism.18. The utility vehicle of claim 17, further comprising a sensor for atleast one of the driver latching mechanism and the passenger latchingmechanism, the sensor being configured to determine when at least one ofthe driver latching mechanism and the passenger latching mechanism islatched.
 19. The utility vehicle of claim 18, further comprising anindicator within the operator area and operably coupled to the sensor toindicate when at least one of the driver latching mechanism and thepassenger latching mechanism is latched.
 20. The utility vehicle ofclaim 13, wherein the first left side coupling location and the firstright side coupling location are completely rearward of the rear surfaceof the seat back of the respective driver and passenger seats.
 21. Theutility vehicle of claim 13, wherein the first and second straps of thedriver restraint harness and the passenger restraint harness areextendable over a front surface of the respective seat back.
 22. Theutility vehicle of claim 13, wherein the driver restraint harness andthe passenger restraint harness each includes the third and fourth leftand right side coupling locations and a latching mechanism, the thirdand fourth coupling locations for the driver restraint harness and thepassenger restraint harness being positioned vertically lower than thelatching mechanism of the respective driver restraint harness andpassenger restraint harness.
 23. A utility vehicle, comprising: aplurality of ground-engaging members; a frame supported by theground-engaging members; a drivetrain supported by the frame; anoperator's area defined by a driver seat and operator controls; a cabframe covering the operator's area and defined by at least first andsecond front support portions, at least first and second rear supportportions, and longitudinally extending sections coupling the front andrear support portions; and the driver seat having a driver restraintharness, the cab frame being configured to support the driver restraintharness for the driver seat, the driver restraint harness comprising afirst coupling location, a second coupling location, a third couplinglocation, a fourth coupling location, and a latching mechanism, whereina first shoulder belt retractor is coupled to the cab frame at the firstcoupling location of the driver restraint harness, and the shoulder beltretractor is rearward of a rear surface of a seat back of the driverseat, the first shoulder belt retractor being configured to adjust alength of a belt, and the third and fourth coupling locations for thedriver restraint harness are directly coupled to the frame andpositioned vertically lower than the latching mechanism of the driverrestraint harness and laterally outward from seat bottom of the driverseat, and wherein the third coupling location includes at least aportion positioned above an upper surface of the seat bottom and atleast a portion positioned below the upper surface of the seat bottom.24. The utility vehicle of claim 23, wherein the driver seat furtherincludes a longitudinal midline, and the driver restraint harnessfurther includes a second belt retractably coupled at the secondcoupling location, the second coupling location being rearward of a rearsurface of a seat back of the driver seat, and the belt of the firstshoulder belt retractor of the driver restraint harness being completelypositioned to a first side of the longitudinal midline of the driverseat and the second belt of the driver restraint harness beingcompletely positioned to a second side of the longitudinal midline ofthe driver seat, the second side of the longitudinal midline beingopposite the first side of the longitudinal midline, and both belts ofthe driver restraint harness being configured to extend over an upwardfacing outer surface of the driver seat.
 25. The utility vehicle ofclaim 23, wherein the third coupling location for the driver restraintharness is directly coupled to the frame at a position vertically lowerthan an upper surface of the seat bottom of the driver seat.
 26. Theutility vehicle of claim 25, wherein the fourth coupling location forthe driver restraint harness is positioned one of vertically above andvertically aligned with the seat bottom of the driver seat.
 27. Theutility vehicle of claim 23, wherein the driver restraint harnesses iscoupled to the frame in at least one of a fifth coupling location and asixth coupling location.